January 1998 Vol 26 No 1

CONTENTS

AlC News

3 Straight amp LeveIlEspie Butch Joyce

4 Danish Cub Production via Norm Petersen

8 Pass It To BuckBuck Hilbert

10 Luscombe Fly-InJerry Cox

12 Monocoupe Fly-In John Underwood

15 Family CubRobert Stewart

19 Howard SOONorm Petersen

23 New Zealand Contemporary Richard Moles

24 W hat Our Members Are RestoringNorm Petersen

28 Mystery PlaneHG Frautschy

29 Welcome New Members

30 Membership Information Calendar Page 19

FRONT COVER Robert Stewort of Erie PA has been reunited with his first love this perky little Taylor J-2 Cub he and his brother Don first owned in 1939 He was able to buy the airplane in the early 1990s and he and his family brought it to EAA Oshkosh 97 where it was enjoyed by the members attending the Conshyvention EAA photo by Ken Lichtenberg shot with a Canon EOS- 1n equipped with an 80 -200 mm lens 1250 sec 111 on 100 ASA slide film EM Wag Aero Sport Trainer photo plane flown by EM volunteer pilot Ed Lachendro ~ BACK COVER So far th is is the biggest airplane picked as the Grand Chamshypion Contemporary The 35000 Ib gross weight Howard 500 owned by North Pacific Management Inc Portland OR can really blister the airways with a cruise speed of 320 kts ot 22000 tt Dave C ummings of Woodale OR seNes as its chief pilot and was intimately involved in its restoration The spectacula r photo of the Howard passing by Mt Hood OR was taken by Erik Preston

Copyright copy 1998 by the EAA AntiqueClassic Division Inc All rights reserved

VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberemy Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic Division Inc is $2700 for current EM members for 12 month period of which $800 is for the publication of VINTAGE AIRPLANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of infenor merchandise obtained through our advertising so that corrective measures can be taken EDITORIAL POUCY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No renumeration is made Matenal should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920426-4800

The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EM EM INTERNATIONAL CONVENTION EM ANTIQUECLASSIC DIVISION INTERNATIONAL AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EM SKY SHOPPE and logos of the EM AVIATION FOUNDATION and EM ULTRAUGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohibed

EDITORIAL STAFF

Publisher Tom Poberezny

Editor-in-Chief Jack Cox

Editor Henry G Frautschy

Managing Editor Golda Cox

Art Director Mike Drucks

Computer Graphic Specialists Nancy Hanson Olivia l Phillip

Associate Edito r Norm Petersen

Feature Writer Dennis Parks

Staff Photographers Jim Koepnick LeeAnn Abrams

Ken Lichtenberg

Advertising Editorial Assistant Isabelle Wiske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

President Vice-President Espie Butch Joyce George Daubner

PO Box 35584 2448 Lough Lane Greensboro NC 27425 Hartford WI 53027

910393-0344 414673-5885

Secretary Treasurer Steve Nesse Charies Horris

2009 Highlond Ave 7215 East 461h St Albert Lea MN 56007 Tulsa OK 74145

507373-1674 918622-8400

DIRECTORS John Berendt Gene Morris

7645 Echo Point Rd 5936 Steve Court Cannon Falls MN 55009 Roanoke TX 76262

507263-2414 817491-9110

Phil Coulson Robert C Bob Brauer 28415 Springbrook Dr 9345 S Hoyne

Lawon MI 49065 Chicoga IL 60620 616624-6490 312779-2105

John S Copeland 55 Oakey Av Joe Dickey

1 A Deacon Street Lawrenceburg IN 47025 Northborough MA 01532

812537-9354 fIJ8393-4775

StanGomoil 7724 Shady Hill Dr Dale A Gustafson

1042 90th Lane NE Indianapol~ IN 46278 Minneapol~ MN 55434

317293-4430 612784-1172

Jeannie Hill 1708 Bay Oaks Dr

Robert Ucktelg PO Box 328

Albert Lea MN 56007 Harvard IL 60033 507373-2922 815943-7205

Dean Richardson Robert D Bob Lumley 6701 Colony Dr 1265 South 1241h SI

Madison WI 53717 Brookfield WI 53005 608833-1291 414782-2633

SH Wes Schmid Geoff Robison 2359 Lefeber Avenue 1521 E MacGregar Dr Wauwatosa WI 53213 New Haven IN 46774

414771-1545 219493-4724

GeafgeYork 181 Sloboda Av

Mansfield OH 44906 419529-4378

DIRECTORS EMERITUS Gene Chase EE Buck Hilbert

2159 Carlton Rd PO Box 424 Oshkosh WI 54904 Union IL 60180

920231-5002 815923-4591

ADVISORS Steve Krog Roger Gomotl

1002 Heather Ln 321-12 S Broadway Hartford WI 53027 Apt 3

414966-7627 Rochester MN 55904 507288-2810

David Benne 403 Tanner Ct

Roseville CA 95678 916-782-7025

+AntiqueClassic Hall ofFame+

Lt Col Harold Armstrong USAF

(Retired) Since he was a

young man airplanes have been a part of Harold Armstrongs life A ride in an Aeronca C-3started him on a path that would eventually lead him to the cockpits of both a C-141 Starlifter and a Pitcarin Fleetwing

After soloing in a Swallow TP he rebuilt in 1940 Harold joined the Army Air Corps as an airplane mechanic and applied for pilot trainshying He was commissioned as a pilot in 1943 and spent most of the war as a B-17 instructor pilot but never stopped itching to get into the fight He earned a B-29 assignment and was en route to the Pacific as a B-29 pilot when the war ended Like thousands of his fellow Air Corps aimlen he mustered out of the service but he was able to keep a commission in the Reserves After a five year stint as an instructor at a local FBO in his home state of Maryland he was called up as a pilot in 1950 during the Korean War The next 23 years were spent in an Air Force career that would include two tours of Vietnam as a C-130 pilot with the 773rd Tactishycal Airlift Squadron flying 846 hours in the war zone He retired from the Air Force in 1973 as Col flying the C-141 Starlifter

Retirement plans had been long in the making for Harold He had been collecting parts and pieces for a variety of projects durshying his service to his country He had a soft spot for the airplanes of his youth His first restoration was a Waco 10 which was the Reshyserve Grand Champion Antique in 1981 His second was an airplane that had been in the family for many years as a time builder for Harolds son Bob The Aeronca Champ would be judged the Classic Grand Champion at EAA Oshkosh 83 Bob and his father conshytinued to work as a team on the next project one that Harolds wife Martha had tracked down and picked up while he was in the milishytary the Pitcarin PA-4 Fleetwing II was little more than a fuselage drawings and a dream but with dogged determination and skill it emerged from the Armstrong shop in 1990 destined to become the EAA Oshkosh Anshytique Grand Champion that same year

Harold and Bob have recently completed the development of a long-time dream of theirs - High Rock Airfield on the MaryshylandlWest Virginia border a grass strip with a hangar where friend and family came this past June to celebrate Harolds 80th birthday where it was announced he was to be inducted into the EAA AntiqueClassic Hall of Fame making that day one of his fondest memories

Jim Younkin As a professor

of engineering at the University of Arkansas Jim Younkin solved many a problem and passed out a few to his students Never one to rely only on theory he has long been known as someshyone who took his

own two hands and brain and applied them to the situation at hand He invented and patented the components of what would become the Mitchell Autopilot and later he applied his considerable skill to an area ofaviation that he really enjoyed - the racing airplanes of yesshyterday What used to be his hobby has been a full time occupation for decades now and the results have been on the flight line for many to enjoy First to burst upon the scene was the spectacular Travel Air Mystery Ship replica engineered and built by Jim which was first seen on the fly-in circuit in 1979 Then he turned to the sleeper of the racers that cabin class phenomenon called Mr Mulligan Jims reproduction of that famous Benny Howard Thompson Trophy winner was followed by something on the other end of the spectrum

In 1988 he wowed fly-in crowds with a smaller airplane that was no less spectacular His transformation of a Piper Pacer into a sleek speedy going places machine set the high water marks for craftsmanship and beauty that are still pursued today That Pacer dolled up in a red and black scalloped paint job and capable of cruising 155 mph on 160 hp has inshyspired many rebuilders to head down the custom aircraft path

Other aircraft that have benefited from Jim Younkins touch include the Beech Stagger1 wing with a series of changes that upgraded ~ small run of D models to G model status ami the the clip wing Monocoupe I

Recreating particular airplanes are not all he has done Most recently he has created the Mullicoupe an original creation that uses a 450 hp Pratt amp Whitney engine married to an airframe that looks a lot like a Monocoupe just bigger Its name delineates its heritage shyinspired by the Coupe and Mr Mulligan two of the airplanes have been completed to date

Jims artistry in sheet metal a medium in which he has been acknowledged as a master artisan was recently documented in Sport Aviation Hes never wanted to be secretive with his methods of forming and shaping the various parts that make up an airframe and as a teacher hes happy to share them What will he come up with next

Ann Holtgren PeUegreno

As a young lady Ann exhibited a qualshyity that would benefit her throughout her lifetime - her ability to pick a goal and stick to her plan withshyout losing sight of her intended target Her degrees from the Unishyversity of Michigan in education and music

were put to uses she couldnt imagine when she graduated Ann has served in a wide vashyriety of teaching and service roles including teaching English in Michigan as Iowa Aviashytion Commissioner in the mid-1970s and later as the states Transportation Commisshysioner the first woman in the country to hold that position Her career as a professhysional musician included 20 years as first horn for the Chicago Civic Orchestra and the Toledo Symphony

As a newly-minted private pilot in 1959 she surprised her mother by giving her a ride as her first passenger at Ann Arbors Young Field It really was a shock since Mrs Holtshygren didnt know Ann was taking flying lessons Ann went on to earn her flight instrucshytor certificate and would teach both ground and flight instruction for over 30 years

Ann is most recognized by fellow pilots as the young lady who first retraced and completed Amelia Earharts 1937 attempt to fly around the world Ann accepted a chalshylenge to make the 1967 flight with Bill Polhemus Lee Koepke and William Payne Completed during the 30th anniversary of Earharts failed attempt Ann and her crew were honored with numerous awards Anns book detailing the journey World Flight the Earhart Trail would receive the Nonficshytion book award from the Aviation and Space Writers Association The flight has served as a subject that has helped Ann explain more about aviation and the work of Amelia Earhart to countless schoolchildren in the decades since the flight

Ann and her husband Don live on an airstripfarm and in 1992 completed the restoration of the sole example of the Fairchild XNQ-I an advanced trainer built by the company during WW II The Pellegrinos were awarded a Special Recognition trophy by the Division for their efforts to bring back a long forgotten piece ofaviation history

A long-time resident of Iowa Ann has continued to write including a trilogy detailshying the history of aviation in Iowa Iowa Takes to the Air She is in the final stages of completing the last book in that series

VINTAGE AIRPLANE

Paul H Poberezny The Founder

and Chairman of the Board ofEAA many people cershytainly recognize the countless conshytributions made by Paul Poberezny to sport aviation As a military officer and pilot he served as an inshystructor in PT-19s and as a pilot in a

ferry group he flew just about every airshyplane in the US inventory Eventually he would earn all seven wings the military had to offer at that time After the Korean War Paul returned to Milwaukee and inshystructed in Cubs Champs and every so often in his own BT-13 TheBT-13 had been obtained in a trade for a Stearman Paul had bought war surplus for $200 in 1945

Old airplanes have long been a favorite ofpauls since his high school days flyshying an OX-5 powered American Eagle biplane He courted his soon-to-be wife Audrey with that airplane and enjoyed flying an airplane he had rebuilt to flying condition with his own two hands His skills in aircraft construction had begun with balsa model airplanes and proshygressed through a Primary Glider project he completed and flew as it was towed beshyhind a friends car at the age of 15 Hes long been acknowledged as a man with a deft touch on the control stick The older airplanes of his youth and the many airshyplanes he has been privileged to fly within the EAA family have all served to strengthen his commitment to vintage avishyation In fact the flTst airplane that became a part of the EAA Museum was both a vintage airplane and a homebuilt- Steve Wittmans Bonzo racer

Older airplanes had long been a part of the EAA heritage since the link between rebuilding and building from scratch is inshydelible For many years Paul welcomed the pilots of the Wacos and Travel Airs to the annual Fly-In In 1970 a group of EAAers asked if they could park airplanes together at the Convention and they also inquired ifEAA was interested in the forshymation of the Antique Division Paul wholeheartedly gave his support and enshycouragement and with the addition of the Classic judging category the new combishynation gave the EAA Convention an attendance boost and added pilot recognishytion that continues to benefit EAA to this day Pauls work with vintage airplanes continues to this day as he is often active in a variety of restoration projects Most recently he has lent his expertise to the restoration of the EAA Aviation Foundashytions Consolidated PT-3 trainer

2 JANUARY 1998

AC NEWS compiled by HG Frautschy

AlC CHAPTER NEWSLETTERS Chapter newsletters serve a number of

purposes including the distribution of local and national infonnation and they also serve a social function Two of the best newsletters in the entire spectrum of EAA are published by Ray Bottom of EAA AlC Chapter 3 and the AIC Chapter 10 Newsletter edited by Charlie Harris Now theres a third - The Flying Wire edited by Ralph Cloud of EAA AIC Chapter 29 in the San Francisco Bay area A relatively new Chapter (they were chartered just a few years ago) the Chapter 29 crowd has been very busy and they kecp their newsletter filled with a mix of material shythere s a technical article a note from the president of the Chapter and a flight experishyence in there to boot Our congratulations to president Bud Field and the officers and volshyunteers of EAA AntiquelCiassic Chapter 29 Livermore CA for their excellent work as theyve gotten their Chapter off the ground

EAA ADULT AIR ACADEMY The first session of the EAA Adult Air

Academy teaching basic aircraft mainteshynance building and restoration skills will be offered February 15 - 21 The second session wi ll focus on the building of a Loehle Parasol and wi ll take place February 22- 28 Each one-week long session costs $800 and inshycludes lodging food loca l transportation plus all elements of this educational program once you have alTived in Oshkosh

For infonnation and registration materials contact the EAA Education Office by calling 920426-6815 Toll Free at 1-888IEAA-EAA9 (1-888-322-3229) e-mail educationeaaorg or by writing the EAA Education Office PO Box 3065 Oshkosh WI 54903-3065 Regisshytration is limited so be certain to contact the office as soon as you can

TWO REQUESTS FOR HELP The first is from a Stampe restorer Rick

Surgent For the most part he s been pretty lucky while rebuilding the Renault engine in hi s project but has hit a snag The magneto without the impulse coupling has a cracked shaft and on the mag that has an impulse coupling the actual coupling has gone bad If there is anyone who can supply Rick with a shaft andlor an impulse coupling you can contact him at 1492 Deborah Ct Wall NJ 0771 9 e-mail fly surgeconcentricnet or by phone 732280-5397

Many of you will recall the excellent Piper Tri-Pacer restored by Joe Fleeman and Delton Perry Delton is in the process of

restoring a Siemens SH 14 engine a sevenshycylinder German radial rated between 108 and 113 hp Manufactured in the late 1920s and early 1930s it was built with both Z rocker arms and then later with conventional rocker anns The Siemens engine was built under license in this country by Ryan Aeroshynautica l in San Diego Deltons engine is the conventional rocker arm version with flat wound valve springs and a completely exposed valve train that had to be hand lubrishycated The head bolts to the cylinder with four studs and the cylinder base bolts to the crankcase with four studs He has the comshyplete engine with all the accessories oil tank and the mount but one cy linder is damaged beyond repair so he needs a serviceable cylinder and head

He has information that outlines the use of this engine variant on both the Command Aire 3C3-BT and possibly a Cessna A W Delton wou ld appreciate hearing from anyone with info rmation or parts for thi s Siemens SH 14 engine Hed like to put this rare engine in running condition and is open to acquiring a restoration project of an airshyplane that used this engine You can call him at 6151762-7742 or 93 11762-7742 His address is 4180 Norton Rd Lawrenceburg TN 38464

RA YMOND H BRANDLY 1921-1997 The founder and president of the National

Waco Club Ra y Brandly passed away Friday December 5 Long recognized a mashyjor figure in the quest to restore and maintain the famous Waco biplanes that have often been used to define the an tique airplane movement Ray was one of the very first to recognize the need for a type club that could serve the need s of those who still enjoyed aviation as it was in the early days A long-time friend of Waco president and founder Clayton Bruckner Ray was able to purchase the remaining assets of the comshypany and for the decades that followed he was most often the first person to contact when an historical question about a Waco needed to be answered The family would appreciate it if donations were made in Rays memory to the Waco Museum amp Aviation Learning Center PO Box 62 Troy OH 45373 Ray had made arrangements prior to his death for the National Waco Club to conshytinue under new leadership The new address for the club which will be run by Andy and Pete Heins along with Doug Parsons is

National Waco Club 3744 Clearview Rd Dayton OH 45439 937866-6692 Th e annual Waco Reunion will also

continue to be held with the next gathering he ld June 25- 28 1998 Contact the club for more infonnation

+AntiqueClassic Hall ofFame+

Lt Col Harold Armstrong USAF

(Retired) Since he was a

young man airplanes have been a part of Harold Armstrongs life A ride in an Aeronca C-3started him on a path that would eventually lead him to the cockpits of both a C-141 Starlifter and a Pitcarin Fleetwing

After soloing in a Swallow TP he rebuilt in 1940 Harold joined the Army Air Corps as an airplane mechanic and applied for pilot trainshying He was commissioned as a pilot in 1943 and spent most of the war as a B-17 instructor pilot but never stopped itching to get into the fight He earned a B-29 assignment and was en route to the Pacific as a B-29 pilot when the war ended Like thousands of his fellow Air Corps aimlen he mustered out of the service but he was able to keep a commission in the Reserves After a five year stint as an instructor at a local FBO in his home state of Maryland he was called up as a pilot in 1950 during the Korean War The next 23 years were spent in an Air Force career that would include two tours of Vietnam as a C-130 pilot with the 773rd Tactishycal Airlift Squadron flying 846 hours in the war zone He retired from the Air Force in 1973 as Col flying the C-141 Starlifter

Retirement plans had been long in the making for Harold He had been collecting parts and pieces for a variety of projects durshying his service to his country He had a soft spot for the airplanes of his youth His first restoration was a Waco 10 which was the Reshyserve Grand Champion Antique in 1981 His second was an airplane that had been in the family for many years as a time builder for Harolds son Bob The Aeronca Champ would be judged the Classic Grand Champion at EAA Oshkosh 83 Bob and his father conshytinued to work as a team on the next project one that Harolds wife Martha had tracked down and picked up while he was in the milishytary the Pitcarin PA-4 Fleetwing II was little more than a fuselage drawings and a dream but with dogged determination and skill it emerged from the Armstrong shop in 1990 destined to become the EAA Oshkosh Anshytique Grand Champion that same year

Harold and Bob have recently completed the development of a long-time dream of theirs - High Rock Airfield on the MaryshylandlWest Virginia border a grass strip with a hangar where friend and family came this past June to celebrate Harolds 80th birthday where it was announced he was to be inducted into the EAA AntiqueClassic Hall of Fame making that day one of his fondest memories

Jim Younkin As a professor

of engineering at the University of Arkansas Jim Younkin solved many a problem and passed out a few to his students Never one to rely only on theory he has long been known as someshyone who took his

own two hands and brain and applied them to the situation at hand He invented and patented the components of what would become the Mitchell Autopilot and later he applied his considerable skill to an area ofaviation that he really enjoyed - the racing airplanes of yesshyterday What used to be his hobby has been a full time occupation for decades now and the results have been on the flight line for many to enjoy First to burst upon the scene was the spectacular Travel Air Mystery Ship replica engineered and built by Jim which was first seen on the fly-in circuit in 1979 Then he turned to the sleeper of the racers that cabin class phenomenon called Mr Mulligan Jims reproduction of that famous Benny Howard Thompson Trophy winner was followed by something on the other end of the spectrum

In 1988 he wowed fly-in crowds with a smaller airplane that was no less spectacular His transformation of a Piper Pacer into a sleek speedy going places machine set the high water marks for craftsmanship and beauty that are still pursued today That Pacer dolled up in a red and black scalloped paint job and capable of cruising 155 mph on 160 hp has inshyspired many rebuilders to head down the custom aircraft path

Other aircraft that have benefited from Jim Younkins touch include the Beech Stagger1 wing with a series of changes that upgraded ~ small run of D models to G model status ami the the clip wing Monocoupe I

Recreating particular airplanes are not all he has done Most recently he has created the Mullicoupe an original creation that uses a 450 hp Pratt amp Whitney engine married to an airframe that looks a lot like a Monocoupe just bigger Its name delineates its heritage shyinspired by the Coupe and Mr Mulligan two of the airplanes have been completed to date

Jims artistry in sheet metal a medium in which he has been acknowledged as a master artisan was recently documented in Sport Aviation Hes never wanted to be secretive with his methods of forming and shaping the various parts that make up an airframe and as a teacher hes happy to share them What will he come up with next

Ann Holtgren PeUegreno

As a young lady Ann exhibited a qualshyity that would benefit her throughout her lifetime - her ability to pick a goal and stick to her plan withshyout losing sight of her intended target Her degrees from the Unishyversity of Michigan in education and music

were put to uses she couldnt imagine when she graduated Ann has served in a wide vashyriety of teaching and service roles including teaching English in Michigan as Iowa Aviashytion Commissioner in the mid-1970s and later as the states Transportation Commisshysioner the first woman in the country to hold that position Her career as a professhysional musician included 20 years as first horn for the Chicago Civic Orchestra and the Toledo Symphony

As a newly-minted private pilot in 1959 she surprised her mother by giving her a ride as her first passenger at Ann Arbors Young Field It really was a shock since Mrs Holtshygren didnt know Ann was taking flying lessons Ann went on to earn her flight instrucshytor certificate and would teach both ground and flight instruction for over 30 years

Ann is most recognized by fellow pilots as the young lady who first retraced and completed Amelia Earharts 1937 attempt to fly around the world Ann accepted a chalshylenge to make the 1967 flight with Bill Polhemus Lee Koepke and William Payne Completed during the 30th anniversary of Earharts failed attempt Ann and her crew were honored with numerous awards Anns book detailing the journey World Flight the Earhart Trail would receive the Nonficshytion book award from the Aviation and Space Writers Association The flight has served as a subject that has helped Ann explain more about aviation and the work of Amelia Earhart to countless schoolchildren in the decades since the flight

Ann and her husband Don live on an airstripfarm and in 1992 completed the restoration of the sole example of the Fairchild XNQ-I an advanced trainer built by the company during WW II The Pellegrinos were awarded a Special Recognition trophy by the Division for their efforts to bring back a long forgotten piece ofaviation history

A long-time resident of Iowa Ann has continued to write including a trilogy detailshying the history of aviation in Iowa Iowa Takes to the Air She is in the final stages of completing the last book in that series

VINTAGE AIRPLANE

Paul H Poberezny The Founder

and Chairman of the Board ofEAA many people cershytainly recognize the countless conshytributions made by Paul Poberezny to sport aviation As a military officer and pilot he served as an inshystructor in PT-19s and as a pilot in a

ferry group he flew just about every airshyplane in the US inventory Eventually he would earn all seven wings the military had to offer at that time After the Korean War Paul returned to Milwaukee and inshystructed in Cubs Champs and every so often in his own BT-13 TheBT-13 had been obtained in a trade for a Stearman Paul had bought war surplus for $200 in 1945

Old airplanes have long been a favorite ofpauls since his high school days flyshying an OX-5 powered American Eagle biplane He courted his soon-to-be wife Audrey with that airplane and enjoyed flying an airplane he had rebuilt to flying condition with his own two hands His skills in aircraft construction had begun with balsa model airplanes and proshygressed through a Primary Glider project he completed and flew as it was towed beshyhind a friends car at the age of 15 Hes long been acknowledged as a man with a deft touch on the control stick The older airplanes of his youth and the many airshyplanes he has been privileged to fly within the EAA family have all served to strengthen his commitment to vintage avishyation In fact the flTst airplane that became a part of the EAA Museum was both a vintage airplane and a homebuilt- Steve Wittmans Bonzo racer

Older airplanes had long been a part of the EAA heritage since the link between rebuilding and building from scratch is inshydelible For many years Paul welcomed the pilots of the Wacos and Travel Airs to the annual Fly-In In 1970 a group of EAAers asked if they could park airplanes together at the Convention and they also inquired ifEAA was interested in the forshymation of the Antique Division Paul wholeheartedly gave his support and enshycouragement and with the addition of the Classic judging category the new combishynation gave the EAA Convention an attendance boost and added pilot recognishytion that continues to benefit EAA to this day Pauls work with vintage airplanes continues to this day as he is often active in a variety of restoration projects Most recently he has lent his expertise to the restoration of the EAA Aviation Foundashytions Consolidated PT-3 trainer

2 JANUARY 1998

AC NEWS compiled by HG Frautschy

AlC CHAPTER NEWSLETTERS Chapter newsletters serve a number of

purposes including the distribution of local and national infonnation and they also serve a social function Two of the best newsletters in the entire spectrum of EAA are published by Ray Bottom of EAA AlC Chapter 3 and the AIC Chapter 10 Newsletter edited by Charlie Harris Now theres a third - The Flying Wire edited by Ralph Cloud of EAA AIC Chapter 29 in the San Francisco Bay area A relatively new Chapter (they were chartered just a few years ago) the Chapter 29 crowd has been very busy and they kecp their newsletter filled with a mix of material shythere s a technical article a note from the president of the Chapter and a flight experishyence in there to boot Our congratulations to president Bud Field and the officers and volshyunteers of EAA AntiquelCiassic Chapter 29 Livermore CA for their excellent work as theyve gotten their Chapter off the ground

EAA ADULT AIR ACADEMY The first session of the EAA Adult Air

Academy teaching basic aircraft mainteshynance building and restoration skills will be offered February 15 - 21 The second session wi ll focus on the building of a Loehle Parasol and wi ll take place February 22- 28 Each one-week long session costs $800 and inshycludes lodging food loca l transportation plus all elements of this educational program once you have alTived in Oshkosh

For infonnation and registration materials contact the EAA Education Office by calling 920426-6815 Toll Free at 1-888IEAA-EAA9 (1-888-322-3229) e-mail educationeaaorg or by writing the EAA Education Office PO Box 3065 Oshkosh WI 54903-3065 Regisshytration is limited so be certain to contact the office as soon as you can

TWO REQUESTS FOR HELP The first is from a Stampe restorer Rick

Surgent For the most part he s been pretty lucky while rebuilding the Renault engine in hi s project but has hit a snag The magneto without the impulse coupling has a cracked shaft and on the mag that has an impulse coupling the actual coupling has gone bad If there is anyone who can supply Rick with a shaft andlor an impulse coupling you can contact him at 1492 Deborah Ct Wall NJ 0771 9 e-mail fly surgeconcentricnet or by phone 732280-5397

Many of you will recall the excellent Piper Tri-Pacer restored by Joe Fleeman and Delton Perry Delton is in the process of

restoring a Siemens SH 14 engine a sevenshycylinder German radial rated between 108 and 113 hp Manufactured in the late 1920s and early 1930s it was built with both Z rocker arms and then later with conventional rocker anns The Siemens engine was built under license in this country by Ryan Aeroshynautica l in San Diego Deltons engine is the conventional rocker arm version with flat wound valve springs and a completely exposed valve train that had to be hand lubrishycated The head bolts to the cylinder with four studs and the cylinder base bolts to the crankcase with four studs He has the comshyplete engine with all the accessories oil tank and the mount but one cy linder is damaged beyond repair so he needs a serviceable cylinder and head

He has information that outlines the use of this engine variant on both the Command Aire 3C3-BT and possibly a Cessna A W Delton wou ld appreciate hearing from anyone with info rmation or parts for thi s Siemens SH 14 engine Hed like to put this rare engine in running condition and is open to acquiring a restoration project of an airshyplane that used this engine You can call him at 6151762-7742 or 93 11762-7742 His address is 4180 Norton Rd Lawrenceburg TN 38464

RA YMOND H BRANDLY 1921-1997 The founder and president of the National

Waco Club Ra y Brandly passed away Friday December 5 Long recognized a mashyjor figure in the quest to restore and maintain the famous Waco biplanes that have often been used to define the an tique airplane movement Ray was one of the very first to recognize the need for a type club that could serve the need s of those who still enjoyed aviation as it was in the early days A long-time friend of Waco president and founder Clayton Bruckner Ray was able to purchase the remaining assets of the comshypany and for the decades that followed he was most often the first person to contact when an historical question about a Waco needed to be answered The family would appreciate it if donations were made in Rays memory to the Waco Museum amp Aviation Learning Center PO Box 62 Troy OH 45373 Ray had made arrangements prior to his death for the National Waco Club to conshytinue under new leadership The new address for the club which will be run by Andy and Pete Heins along with Doug Parsons is

National Waco Club 3744 Clearview Rd Dayton OH 45439 937866-6692 Th e annual Waco Reunion will also

continue to be held with the next gathering he ld June 25- 28 1998 Contact the club for more infonnation

Paul H Poberezny The Founder

and Chairman of the Board ofEAA many people cershytainly recognize the countless conshytributions made by Paul Poberezny to sport aviation As a military officer and pilot he served as an inshystructor in PT-19s and as a pilot in a

ferry group he flew just about every airshyplane in the US inventory Eventually he would earn all seven wings the military had to offer at that time After the Korean War Paul returned to Milwaukee and inshystructed in Cubs Champs and every so often in his own BT-13 TheBT-13 had been obtained in a trade for a Stearman Paul had bought war surplus for $200 in 1945

Old airplanes have long been a favorite ofpauls since his high school days flyshying an OX-5 powered American Eagle biplane He courted his soon-to-be wife Audrey with that airplane and enjoyed flying an airplane he had rebuilt to flying condition with his own two hands His skills in aircraft construction had begun with balsa model airplanes and proshygressed through a Primary Glider project he completed and flew as it was towed beshyhind a friends car at the age of 15 Hes long been acknowledged as a man with a deft touch on the control stick The older airplanes of his youth and the many airshyplanes he has been privileged to fly within the EAA family have all served to strengthen his commitment to vintage avishyation In fact the flTst airplane that became a part of the EAA Museum was both a vintage airplane and a homebuilt- Steve Wittmans Bonzo racer

Older airplanes had long been a part of the EAA heritage since the link between rebuilding and building from scratch is inshydelible For many years Paul welcomed the pilots of the Wacos and Travel Airs to the annual Fly-In In 1970 a group of EAAers asked if they could park airplanes together at the Convention and they also inquired ifEAA was interested in the forshymation of the Antique Division Paul wholeheartedly gave his support and enshycouragement and with the addition of the Classic judging category the new combishynation gave the EAA Convention an attendance boost and added pilot recognishytion that continues to benefit EAA to this day Pauls work with vintage airplanes continues to this day as he is often active in a variety of restoration projects Most recently he has lent his expertise to the restoration of the EAA Aviation Foundashytions Consolidated PT-3 trainer

2 JANUARY 1998

AC NEWS compiled by HG Frautschy

AlC CHAPTER NEWSLETTERS Chapter newsletters serve a number of

purposes including the distribution of local and national infonnation and they also serve a social function Two of the best newsletters in the entire spectrum of EAA are published by Ray Bottom of EAA AlC Chapter 3 and the AIC Chapter 10 Newsletter edited by Charlie Harris Now theres a third - The Flying Wire edited by Ralph Cloud of EAA AIC Chapter 29 in the San Francisco Bay area A relatively new Chapter (they were chartered just a few years ago) the Chapter 29 crowd has been very busy and they kecp their newsletter filled with a mix of material shythere s a technical article a note from the president of the Chapter and a flight experishyence in there to boot Our congratulations to president Bud Field and the officers and volshyunteers of EAA AntiquelCiassic Chapter 29 Livermore CA for their excellent work as theyve gotten their Chapter off the ground

EAA ADULT AIR ACADEMY The first session of the EAA Adult Air

Academy teaching basic aircraft mainteshynance building and restoration skills will be offered February 15 - 21 The second session wi ll focus on the building of a Loehle Parasol and wi ll take place February 22- 28 Each one-week long session costs $800 and inshycludes lodging food loca l transportation plus all elements of this educational program once you have alTived in Oshkosh

For infonnation and registration materials contact the EAA Education Office by calling 920426-6815 Toll Free at 1-888IEAA-EAA9 (1-888-322-3229) e-mail educationeaaorg or by writing the EAA Education Office PO Box 3065 Oshkosh WI 54903-3065 Regisshytration is limited so be certain to contact the office as soon as you can

TWO REQUESTS FOR HELP The first is from a Stampe restorer Rick

Surgent For the most part he s been pretty lucky while rebuilding the Renault engine in hi s project but has hit a snag The magneto without the impulse coupling has a cracked shaft and on the mag that has an impulse coupling the actual coupling has gone bad If there is anyone who can supply Rick with a shaft andlor an impulse coupling you can contact him at 1492 Deborah Ct Wall NJ 0771 9 e-mail fly surgeconcentricnet or by phone 732280-5397

Many of you will recall the excellent Piper Tri-Pacer restored by Joe Fleeman and Delton Perry Delton is in the process of

restoring a Siemens SH 14 engine a sevenshycylinder German radial rated between 108 and 113 hp Manufactured in the late 1920s and early 1930s it was built with both Z rocker arms and then later with conventional rocker anns The Siemens engine was built under license in this country by Ryan Aeroshynautica l in San Diego Deltons engine is the conventional rocker arm version with flat wound valve springs and a completely exposed valve train that had to be hand lubrishycated The head bolts to the cylinder with four studs and the cylinder base bolts to the crankcase with four studs He has the comshyplete engine with all the accessories oil tank and the mount but one cy linder is damaged beyond repair so he needs a serviceable cylinder and head

He has information that outlines the use of this engine variant on both the Command Aire 3C3-BT and possibly a Cessna A W Delton wou ld appreciate hearing from anyone with info rmation or parts for thi s Siemens SH 14 engine Hed like to put this rare engine in running condition and is open to acquiring a restoration project of an airshyplane that used this engine You can call him at 6151762-7742 or 93 11762-7742 His address is 4180 Norton Rd Lawrenceburg TN 38464

RA YMOND H BRANDLY 1921-1997 The founder and president of the National

Waco Club Ra y Brandly passed away Friday December 5 Long recognized a mashyjor figure in the quest to restore and maintain the famous Waco biplanes that have often been used to define the an tique airplane movement Ray was one of the very first to recognize the need for a type club that could serve the need s of those who still enjoyed aviation as it was in the early days A long-time friend of Waco president and founder Clayton Bruckner Ray was able to purchase the remaining assets of the comshypany and for the decades that followed he was most often the first person to contact when an historical question about a Waco needed to be answered The family would appreciate it if donations were made in Rays memory to the Waco Museum amp Aviation Learning Center PO Box 62 Troy OH 45373 Ray had made arrangements prior to his death for the National Waco Club to conshytinue under new leadership The new address for the club which will be run by Andy and Pete Heins along with Doug Parsons is

National Waco Club 3744 Clearview Rd Dayton OH 45439 937866-6692 Th e annual Waco Reunion will also

continue to be held with the next gathering he ld June 25- 28 1998 Contact the club for more infonnation

STRAIGHT amp LEVEL by ESPIE BUTCH JOYCE

I t is really difficult to think that in a coushyple of years we will be starting our calendars with the year 2000 printed at

the top Just a few short years later we will be celebrating the 100th anniversary of powered flight Im reminded of that event since Im writing this article on the 17th day of December the blustery date in 1903 the Wright brothers first flew their Wright Flyer under power from level ground on the sand on the Outer Banks of North Carolina

Today the First Flight Society is at Kitty Hawk North Carolina honoring the Wright brothers achievement during the year 1903 For those of you who have not yet visited the site of this flight let me set the scene in your mind

When you walk out to the replica of the small shed they called home when they were on location on the Outer Banks it is quite a sobering sight For instance there were many a morning they would wake up with sand in and on their bedding fiom where it had blown in through the cracks in the walls of the shed They wanted a place with steady winds but it worked both ways shyadvantageous to their work it could also be quite an annoyance

Because I live in North Carolina rknow firsthand the weather in December can be pretty caprious for instance today it is a nice 65 degree day but only three days ago it never got above 33 degrees and at night it dipped down to 19

Today the Kitty Hawk area has become very populated with big name stores hotels and strip malls lining the main road In the 1960s and early 1970s when I did a lot of duck hunting in this area the Outer Banks could have been classified as isolated even at this late stage in our history During 1903 I can only wonder how remote this area must have been for most people There were few permament residents on the Outer Banks because they were remote to the rest of the Carolinas many of these peopl e spoke old English or a combination thereof Even today when you travel to the Outer Banks by land transport it is not easy or quick to get from the mainland to Kitty Hawk It must have been quite a chore for

Orville and Wilbur Wright to get to this loshycation by sailboat or rowboat There were no paved roads and hardly any stores or places to obtain provisions this was a good place to be friends with the local folks

During Blackbeard s reign of terror on the high seas he used this area as one of his bases of operations He would bring his ship back into the sound behind the Outer Banks islands to hide and then sail out to attack unsuspecting merchant ships In fact just this year divers think they may have located his ship somewhere around the mouth of Cape Hatteras Inlet A number of the families whom the Wrights knew were most likely related to some of Blackbeard s crew Just south of Kitty Hawk theres a town called Nags Head The name came from the fact that the locals would on a dark moonless night hang a lantern around an old nags (horse) head and walk it down the beach and sand dunes the light from the lantern mimicshyking the pitching motion ofa ship A passing ships captain or helmsman would think that it was the running light of another ship and would steer to the west to fall in trail The ship would run aground as it neared the shore and break up as it foundered on the shoreline then the locals would make a livshying by salvaging the cargo and selling it

Many years later the Wright brothers made friends with the men who manned the lifesaving stations that were placed along the coastline this lifesaving service later beca me the U S Coast Guard and they most likely owed their survival in thi s brutal climate to these guys and their families

When you go to the site of the first actual flight it seems such a short distance today but after all of the effort they put into those first four flights it must have seemed to them to have been a hundred miles J wish we could have a recording of the conversashytion that took place in that tarpaper shack the night of the first flight As an industry and avocation weve been getting better ever since that great day

Since this is the January issue of VINshyTAGE AIRPLANE I would like to report to you that your AntiqueClassic Division has been working hard this past year to support the membership and to continue to improve your magazine Vintage Airplane The lonl membership campaign continues to be a sucshycess and with your continued help throughout this year we wi ll be better than ever

We are sometimes asked why you see an article on an aircraft in SPORT A VIA TlON that is also written about in VINTAGE AIRshy

PLANE There are over 160000 EAA memshybers and at least 150000 are not members of your AntiqueClassic Division In fact many of them don t know about the Divsion Seeing the article and a mention of the AlC Division often results in a some new members joining us Your editor HG Frautschy ofshyten has to write both articles and will make an effort to cover different aspects of the restoration in the two articles In fact should a friend mention that he enjoyed reading about old airplanes let him know that there is a source for him to enjoy more of this type of information by being a member of the AntiqueClassic Division

Some of the highlights of this month you will find interesting include the articles on the Howard 500 a J-2 Cub the Monocoupe Fly-In and the Luscombe Fly-In One of my favorite monthly features is What Our Members are Restoring Each member is inshyvited to send in a shot of their airplane so we can highlight the di fferent airplanes that comshyprise the spectrum of vintage airplanes Each winter we seem to get a little low on our supply of photos Why not dig out a shot of your favorite and send it it along with a little information on you and your pride and joy Also if youd like to submit an article we would be happy to consider it for publication

This next year we will be changing the Division logo to incorporate the Contemposhyrary name We have been working in-house to come up with an attractive logo but should any member wish to submit hisher idea please send your design in to us for review Anytime that you would like feel fiee to conshytact myself or any of the officers directors or advisors li sted on the Contents page of your magazine Were here to serve you

I ask that each of you use the most care when operating your aircraft I mean be careful out there- do not want to do without you or your airplane and I know that you dont want to hurt anyone One of the most common accidents that continue to plague our type of aircraft are accidents involving hand propping You wil l read more about that this month in Bucks column on page 8 Lets try and stop this recurring problem

While you are hanging around the airport ask a friend to sign up as a member and help support yo ur AntiqueClassic Di vision Let s all pull in the same direction for the good of aviation Remember we are better together Join us and have it all

Ps Ryan Johnson Dodgeville Wisconsin shyhope that your dad enjoyed your special request - 8J

VINTAGE AIRPLANE 3

CubAircraftCo Ltd in Lundtofte Denmark (Part One)

by NORM PETERSEN

This story which is presented in two parts is extracted from the book entitled 75 AR TIL LANDS amp

I LUFTEN (75 Years on Land and In the Air) the 75-year history of the auto and airplanefirm of

Christian Bohnstedt-Petersen AlS from 1911 to 1986 The book was written by noted author JfJrgen

Helme ofEspergaerde Denmark The translation from Danish to English was done by Knud Thaarup (EAA

280077) ofFrederiksberg (Copenhagen) Denmark We are indebted to JfJrgen Helme for permission to

reprint this historical account ofthe Cub Aircraft Co Ltd from late 1937 to April 9 1940 when Germany

occupied Denmark

H nry Ford had put America on wheels At the beginning of

the 1930s the Taylor Aircraft Co of Bradford PA wanted to accomplish something similar in the air - ie makshying flying available for the common man - at an affordable price

The airplane produced by the Taylor Aircraft Co was a two-seater high wing monoplane constructed accordshying to the well-known principles of welded steel tube fuselage wings of wooden spars and aluminum ribs - all covered with cotton and finished with aircraft dope And the Taylor C ub which the airplane was named really fultilled what its designer intended an economical reliable two-seater airshyplane easy to fly and affordable to ac quire and maintain The factory price was under $1 500

In the spring of 1937 March 16 to be exact the Bradford factory caught fire and burned to the ground destroyshying both tools equipment and several airplanes William T Piper who had by this time parted company with C G Taylor by buying out his interest immediately located an abandoned texshytile mill in Lock Haven PA and shortly had the production resumed in this new facility With the takeover of the company the airplane was now called the Piper Cub

At the beginning of 1937 a Danishshy4 JANUARY 1998

American engineer Jack Hedegaard returned to Denmark from the USA with the agency for Taylor Aircraft Co covering all of Scandinavia It was his intention to start an assembly lin e production of the factorys a irp lanes however he soon realized there were great difficulties ]n the first place he was short of the necessary capital funds and secondly he encountered exshychange (import) restrictions

One single Taylor E-2 Cub airplane which Hedegaard had ordered from the factory in Bradford arshyrived in Derunark and was assemshybled by Viggo Kramme and Co at Kastrup Airport near Copenhagen It received its Airshyworthiness Cershytificate on July 10 1937 and was registered OY-DUL In Denmark Nothshying e lse hapshypened until fall when Hedeshy

gaard went to visit Christian BohnstedtshyPetersen a wealthy car dealer and perked his interest in the project Things started to roll On December 14 1937 Bohnstedt-Petersen signed a contract with the Piper Aircraft Co taking over the agency for the Nordic countries This was followed by the founding of a joint venture consisting of Supreme Court Justice Leif Gamborg

The first and only Taylor E-2 Cub imported to Denmark was assembled by Viggo Kramme amp Co at Kastrup Airport (Copenhagen) and received its Airworthiness Certificate on July 10 1937 and was registered OY-DUL

Forty-horsepower

Piper Cub J-2C flyshy

ing over Lundtofte

Airfield on a beautishy

ful November day in

1938 Copenhagen

can be seen faintly

in the background

The airplane was

easy to fly and its

cruising speed of

about 62 mph made

it possible for the

pilot and passenger

to have a good look

at what they were

passing over

Christian Bohnstedt-Petersen and Jack Hedegaard under the name of Cub Airshycraft Co Ltd Sundkrogsgade 1- 3 Arnager Denmark

Thereafter the company took up neshygotiations with the War Ministry to acquire the use of Lundtofte Airfield with its connecting bui ldings which had been vacated by the mi litary air forces when they were moved to Yaershy10se These negotiations ended with a lease of the Lundtofte faci lity for a 20-year period In addition Cub Airshycraft Co Ltd bought an old Rohrbach hangar at Kastrup AilJlort at a demolition price of 5000 Danish Kroner It was Bohnstedt s intention to move it to

Lundtofte but it never got that far Inshystead it was resurrected on land belonging to Bohnstedts estate Hegshynsholt at Gmnholt near Fredensborg Here a 400 X 400 meter grass landing field was laid out (1600 sq meters)

In the early part of 1938 an assemshybly factory was estab lished in the

Piper Cub received its Airworthiness Certificate on May 28 1938

But this was only one side of the matter There should also be pilots to test fly the completed airplanes and to educate future purchasers The problem was solved during a meeting

two large hangars at Lundtofte To supervise thi s part of the proshy

Ueutenant Eigil Prins on the left and engineer Jan Klint with a forty-horsepower Piper Cub at the hangar in Lundtofte

ject the Lock Haven factory had temporari ly assigned a young Danish-American engineer Jan K lint to he lp get production started In the co urse of six months his miss ion was comshypleted The first Lundtofte-built

This French Caudron C510 Phalene a comfortable four-seater airplane powered with a 140 hp Renault engine was purchased by Bohnstedt-Petersen as a corporate aircraft and flown by Eigil Prins who added the type to his license It was registered SE-AHP in Sweden before taking up the Danish registration of OY-DIU

VINTAGE AIRPLANE 5

Plant director Joe Wallbridge was Christian Bohnstedt-Petersens right hand man at Cub Aircraft Ltd

of the Association of Danish Pilots in the spring of 1938 when Hedegaard became acshyquainted with 2nd Lt Eigil Prins who had served as an instructor at the Army Flight School and consequently was supposed to have good qualificashytions for the task at hand Hedegaard offered Prins the job and following a short introduction to Bohnstedt the matter was settled and Prins was taken on as a test pilot and flight instructor at a monthly salary of 600 OK

At the time the interest in flying

After a warm summer day in Lundtofte with many nights completed it was nice to satisfy the thirst On the left is Arne Svensson and on the right is Eigil Prins

Lt Eric Bjurhovd of the auto firm Autoropa Ltd Malmo Sweden takes Mrs Sonesson for a ride in a 50 hp J-3 Piper Cub SE-AHP wh ich was previously registered NC21517 and mounted on a set of Edo 54-ll40 noats Note the up exhausts on the 50 hp Continental engine

was growing rapidly and Prins was soon busy educating students and test flying new Piper Cub airplanes In beshytween flights presentations were given to prospective buyers on the capabilities of the new Cub Passenger flights were often made to Kastrup Airport Gf0nholt and Aalborg Among the first buyers

were The Sportsflying Club of Copenshyhagen the Lundtofte factorys Finnish agent OY Sand N in Helsingfors (a subsidiary of A S Simonsen and Nielsen) the Aero Club of Malmo (Sweden) and a Danish citizen in Belshygium Ferry flights were undertaken on a regular basis and Prins was having a hard time handling all the work

A former colleague of Prins sergeant Arne Svensson who had been one of the first group of 100 military pilots who were trained at Vaerl0se in 1934 had read about the large amount of flying at Lundtofte So one spring

Mrs Aase Bohnstedt-Petersen on the left togethshyer with her mother Mrs Lange are pictured on July 1939 in the Caudron 510 Phalene as they prepare to depart for the island of Fanll and a happy holiday family gathering

--shy bull - 6 JANUARY 1998

day in 1938 he visited the field as a spectator By coincidence Prins disshycovered his presence and their meeting caused him to suggest to Bohnstedt the following day to hire Svensson as a flight instructor It didnt take long before Arne Svensson was busily engaged as an instructor at Lundtofte

The State Aviation Controlling Agency maintained strict supervi shysion of the assembly of Piper Cub airplanes Thus the Agency deshymanded that a controller approved by this authority should mark and OK all components as they were inshystalled in the airplanes Material Inspector P Robert J0rgensen was consequently employed in the asshysembly factory in Lundtofte and handled the tasks in a professional way Since the factory and the flight school were spared from any serious mishaps credit must be attributed to Jan Klint manager Herlev Chris shytiansen Eigil Prins and Arne Svensson for their excellent sense of responsibility and thoroughness with which they did their work

In charge of airplane sales were the company s director Joe Wal lshybridge and Christians son Henry Bohnstedt-Petersen They were also among the first to earn their Private Licenses at Lundtofte

During the course of 1938 ten Piper Cub airplanes were assembled and sold However 1939 became the great year with a total of 18 airshyplanes From 1937 to the (German) occupation of Denmark on Apri l 9 1940 parts for 47 Piper Cubs were imported of which 32 were assemshybled before the war and two afterwards The bulk of the parts for the remaining 13 aircraft were either destroyed by fire or water damage

(To be continued in February)

(Right) This aerial photo is from the sailplane show at Lundtofte Airfield taken on Sunday August 14 1938 Thousands of onlookers came to the festival which offered aerobatics and parachute jumps The promoters were Berlingske Tidende along with The Danish Sallflying Union and The Danish Model Airplane Assoc iation The Royal Danish Aeronautical Association was in charge of the sporting activities

Assembling wings for Cub aircraft in the Lundtofte hangar In front to the left is manager Herlev Christensen and in the rear is CAA material inspector Robert Jergensen

On a holiday outing to the Danish island of Fane the Caudron was pitted against the Mercedes-Benz 540K of director Oesers from M-B With Eigil Prins at the controls of the Caudron the accellerat ion contest on the smooth sand of the beach was won by the 540K-the K stands for kompressor or supercharger

VINTAGE AIRPLAN E 7

by EE Buck Hilbert

EM 21 Ale 5 PO Box 424 Union IL 60180

My missive on hand propping sure has reshysulted in a lot of correspondence Its reaUy a hot topic especially after the unfortunate incishydent with a Champ in central Ohio That Champ flew 90 miles by itself after it got away from the pilot Im sure you can imagshyine the anxiety he must have felt until he knew the airplane was on the ground and had not hurt anyone For those of you who may have missed it here s a very brief synopsis After landing while taxiing the engine quit on a Champ being flown solo by a pilot with from what we could gather from the newspashypers plenty of experience around light planes (20+ years) When it quit he got out and propped it and it got away from him Were not here to beat on anybody especially the pishylot - Im sure he feels pretty low about the whole thing - but the fact that accidents like that still happen after all these years tells me that not everybody is getting the message

Youve got to tie them down On a taxishyway tie it to a light Near a vehicle tie it to one of the cars towing rings If it is fixed in place or weighs more tie it to it Just one simple length of steel reinforcing rod a small hammer and a short length of rope are a small price to pay in terms of your payload Isnt using it worth the peace of mind knowing the airplane is tied down when you stand in front of it

I cant recall a single incident were an airshyplane got away from somebody after it was tied down and then untied by the pilot as he prepared to taxi away Airplanes get wrecked after somebody props an airplane that is not tied down and it winds up near full power chewing its way through people or property

The past several days since the printing of my articles I have had several phone calls One of many relates to the article on hand propping and was a sincere request wanting to know the definition ofa Qualified Person at the controls

Well a subsequent search of the FARs reshyvealed nary a clue to hand propping and there was no definition for a qualified person 8 JANUARY 1998

PaSSitto Bucl I then decided to playa little game with

our FAA My local FISDO agreed there was nothing in the regulations about hand propshyping and when I asked him how and under what he would cover a mishap that might ocshycur he replied that it was covered under FAR 9113 Careless and ReckJess Operation

I went a little further contacting the boys at 800 Independence in Washington The first source has promised to get back to me The second source who wi ll remain unnamed gave me a very good definition of a Qualifted Person He also said that FAR 9113 wou ld be the regulation to apply if the Qualified Person wasnt The definition follows

A Qualified Person is one who is I Physically and mentally competent 2 Trained and tested Tested means that the person after trainshy

ing will respond correctly both orally and physically to the situation

You wont find this anywhere in the FARs and for a bureaucrat (by his own defishynition) to come up with a common sense definition like this is commendable

Long time member Dennis Agin was kind enough to send in his thoughts on the subject Youll fmd them within this column in a sepashyrate box He makes his point quite eloquently about understanding the risks involved

Two other calls were in regard to the DC-3 incident with the shirt in the Carburetor inshytake One was from Col Sam Burgess May of you have read the articles Sam has written including he latest for us on Roger Freeman and his Bristol Boxkite Sam is one person I hold in very high esteem He holds a number of National Aeronautic Association US and World records is an avid homebuilder a conshytributor to our EAA Museum Foundation in many ways and a role model whom young people of today could learn a lot from

Sam related a very similar incident that happened to him flying one of Uniteds milishytary drafted DC-3s in Africa carlyon in WW II Standard procedure on the downwind leg afshyter putting the landing gear down was for the co-pi lot to look out his side window and ca ll out I got a wheel The man in the left seat would then do the sameYou see back in those days the electrics werent as fail safe as they are today (Time out here for a slight chuckJe)

South Africa is warm even at night and Sams shirt is hanging fiom the back of his seat He opens his window to poke his flashlight out and look for his wheel and WHISH out the window goes his shirt as they apshyproached Accra Gold Coast (now Ghana)

It didn t get into the carburetor but it did go through the prop and Sam was very unshyhappy because he had acquired a Pan Am circular calculator from somewhere and that prized item was in the shirt pocket as it drifted lazily earthward Now it was gone forever or so he thought

He went on to say that a couple of weeks later while walking down the street just outshyside the base he spotted a very large hulk of a native the biggest man in town with Sams computer handing from a chain around his neck Now Sams not a very large man he tips the scales at about 145 lbs and being slight in stature he decided that he wouldnt try and take it away from him Besides it had a big hole punched through it in the middle and it wouldnt have been any good anyway

One of the other calls was from a member down in Oklahoma who was researching an article he had once read in either Flying or the Air Force Journal which detailed a C-47 on a training flight that had gone through severe turbulence of the downburst type and had gone through the trees leaving a good portion of the outboard wings behind The story went on to tell that the pilots were able to nurse the Gooney Bird to a safe landing

This man wanted to know where he might find that original article and if I knew how he might get a copy of it 1 had to confess that I hadnt a clue but suggested he contact the Air Force museum at Wright-Pat and also the National Air and Space Museum in Washingshyton Hows that for passing the Buck

Truthfully those were the only sources where I felt he might have a chance Maybe there are members out there who could give us some correlating information and maybe tell us a few stories of their own I know there are as many Gooney Bird fables as there were Model T stories C mon folk s lets have some fun Pass it to Buck

Another note came from one of my fa shyvorite people the prolific aviation writer Bob Whittier from Duxbury MA

A person could have knocked me over with a hummingbird feather when I spotted the number NCI3000 at the top of your Nov 3 letter

Yes I did own that Aeronca and from time to time over the years have found myself wondering what might have become of it And so it now turns up in your hands of all people

At Oshkosh last summer I had a ride in the Bird biplane NC767Y now owned by Bill Clifford of NY Would you believe I also

owned that plane My past seems to be catching up with me

Due to my deafness I was 4H in the draft Around 1943 (as best I can remember) I was driving past the now-a-shopping-mall Brockshyton Airport on the so uthern outskirts of Brockton MA It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than airshylines was allowed Before that war I had spent a lot of time as an airport kid at this field On then looking around I discovered that vanshydals had broken into the boarded up hangar and damaged some of the planes They had not done too much to 13000 so before they got in again I contacted the ovmer and bought it Then I put it in a relatives chicken house in the rural town of Norfolk MA

I got my AampE license early in 1944 I saw a help wanted ad in Trade-A-Planereg and outfit called Fliteways at Curtiss-Wright Airshyport (now Timmerman) was looking for an AampP to maintain several Navy N3N-3s they were using for a Navy primary flying course I got the job and headed off to Milwaukee

Some months later I was home for a holishyday So I crated 13000 and put her aboard a freight train going to Milwaukee I intended to fix her up I soloed a J-3 in June of 1944 and wanted a time builder Alas when I and another mechanic towed 13000 into CurtissshyWright one of the two owners of the Fliteways business (the bean counter one not the Mr Airplane Lover one) blew up He didshynt want employees fooling around with airyplanes on their airfield So thats why I sold 13000 to the man in Michigan I never dreamed that in the dim future of 1997 some EAA character I knew would end up owning and restoring it I look forward to seeing it again at Oshkosh and will bring a nice boushyquet of flowers to present to it When I owned it it was yellow with black trim

As I dislike getting only 16cent worth of value out of a 32cent stamp I may as well pop a quesshytion your way You may not know the answer but then again you might have heard it from someone you have talked with over the years

From the late 1920s to around 1935 a number of planes were built which had forshyward-sloping windshields I am sure you remember the early Boeing 247 It had such a windshield Later the 2470 had a convenshytional aft-sloping windshield

This style appears to have first appeared on the Fokker Universal Then on other ships such as the Vultee passenger model the Stinshyson low wing trimotor the Kinner Envoy executive Plane and so on

Those windshields are so noticeable that they have itched my curiosity bump for years This far I have run down a number of explashynations of why it was used

In some planes such as the Fokkers the pishylots cockpit was squeezed in between the nose engines firewall and the forward bulkhead of the passenger compartment A conventionally sloped windshield would have given no headshyroom for the pilots so adopting the forward sloping style allowed more headroom

Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin NC 3773

There is only one way to properly prop an aircraft-SAFELY How many of you have already answered with a resounding YES There exists today those who have and those who will not and for good reason The will nots probably have not because they are afraid of becoming hamburger and rightly so Thereshyfore let us review the correct manner the method is for another day to prop all aircraft that have the ability to be propped safely Alshythough I will prop a 200 hp fuel injected Pitts I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat

The art and science of propping an aircraft requires that the words used convey the message required for safe operation The person doing the propping is in charge and the pilot (yes by FAA mandated regulation you cannot let a nonpilot opshyerate the controls during the procedure) responds

(Not so The FAA has no such regulation in Steve WIttmans modified aluminum prop on his Uttle force The FAA does have FAR 9113 Care- Bonzo resembles the working part of a Waring Blender

less and Reckless Operation to use ifthey feel you ve erred in your choice ofa control manipulator but there is no requirement written in the FARs to have a Pilot at the controls 1n fact the nowhere in FAA regulations nor in an Advishysory Circular is the subject addressed The most documentation is made in insurance company documents most notably in the exclusions section in many policies See Bucks accompanyshying column for more on 3this issue- HGF)

I PROPPER- Loudly calls out before touching the prop Brakes set throttle cracked switch OFF

PlLOT- Responds Brakes set throttle cracked switch off

2 PROPPER- After testing that the brakes are set by pushing on the prop the PROPPER pulls the prop through one or two times AND then calls out Brakes and CONTACT (Albeit if you are a fan of that classic movie The ROCKETTER I can agree in principle to BRAKES AND HOT)

(Ever since we were gently taught by a master CFI Gene Chase we like CONTACT betshyter since it is unlikely to be misinterpreted as not or some other word CONTACT says just that and no more - HGF)

Now lets be honest- how many of you who at first said yes have become reeducated The mechanics or method has been left out for another day and column What follows is a true story While ferrying Harvey Swacks Baby Lakes to Oshkosh for the Convention I first landed at Fond du Lac I found myself arriving just before the start of a proficiency run and who should be standing there but Steve Wittman Steve needed a prop for his entry and there was not a soul around who would help Steve I will admit that it did not help that the aluminum fan on Sylvesters (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender

Without any hesitation I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard strapped himself in and quietly waited for the propping procedure to be initiated I called out Brakes set throttle cracked- switch oW

Steve looked at me and with a slightly toothy grin he stated It says it is He knew-and now so do you

began to fly cabin planes direct-lighted inshystruments began to reflect on inside surfaces of backward-sloping windshields when flying at night So sloping the windshield forward got rid of this

Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields lights on the ground below and to each side were reflected on the inner surfaces of the windshields again impairing forward vision

And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers inshystead of climbing up the glass in rivers as is the

case with usual windshields Ditto snowflakes Yet another explanation is that this style

allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels And anodder iss dat der forward slope uf der vindshieldt und konshysekvently longer cabin roof gave pilots better protection frum hot overhead sunlight So vot you tink iss der real explanation

Bob Whittier PO Box T Duxbury MA 02331

Over to you i( 3laquock 4

VINTAGE AIRPLANE 9

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

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Robet1 Deaton Susanville CA

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Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

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John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

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Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

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Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

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C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

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FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

CubAircraftCo Ltd in Lundtofte Denmark (Part One)

by NORM PETERSEN

This story which is presented in two parts is extracted from the book entitled 75 AR TIL LANDS amp

I LUFTEN (75 Years on Land and In the Air) the 75-year history of the auto and airplanefirm of

Christian Bohnstedt-Petersen AlS from 1911 to 1986 The book was written by noted author JfJrgen

Helme ofEspergaerde Denmark The translation from Danish to English was done by Knud Thaarup (EAA

280077) ofFrederiksberg (Copenhagen) Denmark We are indebted to JfJrgen Helme for permission to

reprint this historical account ofthe Cub Aircraft Co Ltd from late 1937 to April 9 1940 when Germany

occupied Denmark

H nry Ford had put America on wheels At the beginning of

the 1930s the Taylor Aircraft Co of Bradford PA wanted to accomplish something similar in the air - ie makshying flying available for the common man - at an affordable price

The airplane produced by the Taylor Aircraft Co was a two-seater high wing monoplane constructed accordshying to the well-known principles of welded steel tube fuselage wings of wooden spars and aluminum ribs - all covered with cotton and finished with aircraft dope And the Taylor C ub which the airplane was named really fultilled what its designer intended an economical reliable two-seater airshyplane easy to fly and affordable to ac quire and maintain The factory price was under $1 500

In the spring of 1937 March 16 to be exact the Bradford factory caught fire and burned to the ground destroyshying both tools equipment and several airplanes William T Piper who had by this time parted company with C G Taylor by buying out his interest immediately located an abandoned texshytile mill in Lock Haven PA and shortly had the production resumed in this new facility With the takeover of the company the airplane was now called the Piper Cub

At the beginning of 1937 a Danishshy4 JANUARY 1998

American engineer Jack Hedegaard returned to Denmark from the USA with the agency for Taylor Aircraft Co covering all of Scandinavia It was his intention to start an assembly lin e production of the factorys a irp lanes however he soon realized there were great difficulties ]n the first place he was short of the necessary capital funds and secondly he encountered exshychange (import) restrictions

One single Taylor E-2 Cub airplane which Hedegaard had ordered from the factory in Bradford arshyrived in Derunark and was assemshybled by Viggo Kramme and Co at Kastrup Airport near Copenhagen It received its Airshyworthiness Cershytificate on July 10 1937 and was registered OY-DUL In Denmark Nothshying e lse hapshypened until fall when Hedeshy

gaard went to visit Christian BohnstedtshyPetersen a wealthy car dealer and perked his interest in the project Things started to roll On December 14 1937 Bohnstedt-Petersen signed a contract with the Piper Aircraft Co taking over the agency for the Nordic countries This was followed by the founding of a joint venture consisting of Supreme Court Justice Leif Gamborg

The first and only Taylor E-2 Cub imported to Denmark was assembled by Viggo Kramme amp Co at Kastrup Airport (Copenhagen) and received its Airworthiness Certificate on July 10 1937 and was registered OY-DUL

Forty-horsepower

Piper Cub J-2C flyshy

ing over Lundtofte

Airfield on a beautishy

ful November day in

1938 Copenhagen

can be seen faintly

in the background

The airplane was

easy to fly and its

cruising speed of

about 62 mph made

it possible for the

pilot and passenger

to have a good look

at what they were

passing over

Christian Bohnstedt-Petersen and Jack Hedegaard under the name of Cub Airshycraft Co Ltd Sundkrogsgade 1- 3 Arnager Denmark

Thereafter the company took up neshygotiations with the War Ministry to acquire the use of Lundtofte Airfield with its connecting bui ldings which had been vacated by the mi litary air forces when they were moved to Yaershy10se These negotiations ended with a lease of the Lundtofte faci lity for a 20-year period In addition Cub Airshycraft Co Ltd bought an old Rohrbach hangar at Kastrup AilJlort at a demolition price of 5000 Danish Kroner It was Bohnstedt s intention to move it to

Lundtofte but it never got that far Inshystead it was resurrected on land belonging to Bohnstedts estate Hegshynsholt at Gmnholt near Fredensborg Here a 400 X 400 meter grass landing field was laid out (1600 sq meters)

In the early part of 1938 an assemshybly factory was estab lished in the

Piper Cub received its Airworthiness Certificate on May 28 1938

But this was only one side of the matter There should also be pilots to test fly the completed airplanes and to educate future purchasers The problem was solved during a meeting

two large hangars at Lundtofte To supervise thi s part of the proshy

Ueutenant Eigil Prins on the left and engineer Jan Klint with a forty-horsepower Piper Cub at the hangar in Lundtofte

ject the Lock Haven factory had temporari ly assigned a young Danish-American engineer Jan K lint to he lp get production started In the co urse of six months his miss ion was comshypleted The first Lundtofte-built

This French Caudron C510 Phalene a comfortable four-seater airplane powered with a 140 hp Renault engine was purchased by Bohnstedt-Petersen as a corporate aircraft and flown by Eigil Prins who added the type to his license It was registered SE-AHP in Sweden before taking up the Danish registration of OY-DIU

VINTAGE AIRPLANE 5

Plant director Joe Wallbridge was Christian Bohnstedt-Petersens right hand man at Cub Aircraft Ltd

of the Association of Danish Pilots in the spring of 1938 when Hedegaard became acshyquainted with 2nd Lt Eigil Prins who had served as an instructor at the Army Flight School and consequently was supposed to have good qualificashytions for the task at hand Hedegaard offered Prins the job and following a short introduction to Bohnstedt the matter was settled and Prins was taken on as a test pilot and flight instructor at a monthly salary of 600 OK

At the time the interest in flying

After a warm summer day in Lundtofte with many nights completed it was nice to satisfy the thirst On the left is Arne Svensson and on the right is Eigil Prins

Lt Eric Bjurhovd of the auto firm Autoropa Ltd Malmo Sweden takes Mrs Sonesson for a ride in a 50 hp J-3 Piper Cub SE-AHP wh ich was previously registered NC21517 and mounted on a set of Edo 54-ll40 noats Note the up exhausts on the 50 hp Continental engine

was growing rapidly and Prins was soon busy educating students and test flying new Piper Cub airplanes In beshytween flights presentations were given to prospective buyers on the capabilities of the new Cub Passenger flights were often made to Kastrup Airport Gf0nholt and Aalborg Among the first buyers

were The Sportsflying Club of Copenshyhagen the Lundtofte factorys Finnish agent OY Sand N in Helsingfors (a subsidiary of A S Simonsen and Nielsen) the Aero Club of Malmo (Sweden) and a Danish citizen in Belshygium Ferry flights were undertaken on a regular basis and Prins was having a hard time handling all the work

A former colleague of Prins sergeant Arne Svensson who had been one of the first group of 100 military pilots who were trained at Vaerl0se in 1934 had read about the large amount of flying at Lundtofte So one spring

Mrs Aase Bohnstedt-Petersen on the left togethshyer with her mother Mrs Lange are pictured on July 1939 in the Caudron 510 Phalene as they prepare to depart for the island of Fanll and a happy holiday family gathering

--shy bull - 6 JANUARY 1998

day in 1938 he visited the field as a spectator By coincidence Prins disshycovered his presence and their meeting caused him to suggest to Bohnstedt the following day to hire Svensson as a flight instructor It didnt take long before Arne Svensson was busily engaged as an instructor at Lundtofte

The State Aviation Controlling Agency maintained strict supervi shysion of the assembly of Piper Cub airplanes Thus the Agency deshymanded that a controller approved by this authority should mark and OK all components as they were inshystalled in the airplanes Material Inspector P Robert J0rgensen was consequently employed in the asshysembly factory in Lundtofte and handled the tasks in a professional way Since the factory and the flight school were spared from any serious mishaps credit must be attributed to Jan Klint manager Herlev Chris shytiansen Eigil Prins and Arne Svensson for their excellent sense of responsibility and thoroughness with which they did their work

In charge of airplane sales were the company s director Joe Wal lshybridge and Christians son Henry Bohnstedt-Petersen They were also among the first to earn their Private Licenses at Lundtofte

During the course of 1938 ten Piper Cub airplanes were assembled and sold However 1939 became the great year with a total of 18 airshyplanes From 1937 to the (German) occupation of Denmark on Apri l 9 1940 parts for 47 Piper Cubs were imported of which 32 were assemshybled before the war and two afterwards The bulk of the parts for the remaining 13 aircraft were either destroyed by fire or water damage

(To be continued in February)

(Right) This aerial photo is from the sailplane show at Lundtofte Airfield taken on Sunday August 14 1938 Thousands of onlookers came to the festival which offered aerobatics and parachute jumps The promoters were Berlingske Tidende along with The Danish Sallflying Union and The Danish Model Airplane Assoc iation The Royal Danish Aeronautical Association was in charge of the sporting activities

Assembling wings for Cub aircraft in the Lundtofte hangar In front to the left is manager Herlev Christensen and in the rear is CAA material inspector Robert Jergensen

On a holiday outing to the Danish island of Fane the Caudron was pitted against the Mercedes-Benz 540K of director Oesers from M-B With Eigil Prins at the controls of the Caudron the accellerat ion contest on the smooth sand of the beach was won by the 540K-the K stands for kompressor or supercharger

VINTAGE AIRPLAN E 7

by EE Buck Hilbert

EM 21 Ale 5 PO Box 424 Union IL 60180

My missive on hand propping sure has reshysulted in a lot of correspondence Its reaUy a hot topic especially after the unfortunate incishydent with a Champ in central Ohio That Champ flew 90 miles by itself after it got away from the pilot Im sure you can imagshyine the anxiety he must have felt until he knew the airplane was on the ground and had not hurt anyone For those of you who may have missed it here s a very brief synopsis After landing while taxiing the engine quit on a Champ being flown solo by a pilot with from what we could gather from the newspashypers plenty of experience around light planes (20+ years) When it quit he got out and propped it and it got away from him Were not here to beat on anybody especially the pishylot - Im sure he feels pretty low about the whole thing - but the fact that accidents like that still happen after all these years tells me that not everybody is getting the message

Youve got to tie them down On a taxishyway tie it to a light Near a vehicle tie it to one of the cars towing rings If it is fixed in place or weighs more tie it to it Just one simple length of steel reinforcing rod a small hammer and a short length of rope are a small price to pay in terms of your payload Isnt using it worth the peace of mind knowing the airplane is tied down when you stand in front of it

I cant recall a single incident were an airshyplane got away from somebody after it was tied down and then untied by the pilot as he prepared to taxi away Airplanes get wrecked after somebody props an airplane that is not tied down and it winds up near full power chewing its way through people or property

The past several days since the printing of my articles I have had several phone calls One of many relates to the article on hand propping and was a sincere request wanting to know the definition ofa Qualified Person at the controls

Well a subsequent search of the FARs reshyvealed nary a clue to hand propping and there was no definition for a qualified person 8 JANUARY 1998

PaSSitto Bucl I then decided to playa little game with

our FAA My local FISDO agreed there was nothing in the regulations about hand propshyping and when I asked him how and under what he would cover a mishap that might ocshycur he replied that it was covered under FAR 9113 Careless and ReckJess Operation

I went a little further contacting the boys at 800 Independence in Washington The first source has promised to get back to me The second source who wi ll remain unnamed gave me a very good definition of a Qualifted Person He also said that FAR 9113 wou ld be the regulation to apply if the Qualified Person wasnt The definition follows

A Qualified Person is one who is I Physically and mentally competent 2 Trained and tested Tested means that the person after trainshy

ing will respond correctly both orally and physically to the situation

You wont find this anywhere in the FARs and for a bureaucrat (by his own defishynition) to come up with a common sense definition like this is commendable

Long time member Dennis Agin was kind enough to send in his thoughts on the subject Youll fmd them within this column in a sepashyrate box He makes his point quite eloquently about understanding the risks involved

Two other calls were in regard to the DC-3 incident with the shirt in the Carburetor inshytake One was from Col Sam Burgess May of you have read the articles Sam has written including he latest for us on Roger Freeman and his Bristol Boxkite Sam is one person I hold in very high esteem He holds a number of National Aeronautic Association US and World records is an avid homebuilder a conshytributor to our EAA Museum Foundation in many ways and a role model whom young people of today could learn a lot from

Sam related a very similar incident that happened to him flying one of Uniteds milishytary drafted DC-3s in Africa carlyon in WW II Standard procedure on the downwind leg afshyter putting the landing gear down was for the co-pi lot to look out his side window and ca ll out I got a wheel The man in the left seat would then do the sameYou see back in those days the electrics werent as fail safe as they are today (Time out here for a slight chuckJe)

South Africa is warm even at night and Sams shirt is hanging fiom the back of his seat He opens his window to poke his flashlight out and look for his wheel and WHISH out the window goes his shirt as they apshyproached Accra Gold Coast (now Ghana)

It didn t get into the carburetor but it did go through the prop and Sam was very unshyhappy because he had acquired a Pan Am circular calculator from somewhere and that prized item was in the shirt pocket as it drifted lazily earthward Now it was gone forever or so he thought

He went on to say that a couple of weeks later while walking down the street just outshyside the base he spotted a very large hulk of a native the biggest man in town with Sams computer handing from a chain around his neck Now Sams not a very large man he tips the scales at about 145 lbs and being slight in stature he decided that he wouldnt try and take it away from him Besides it had a big hole punched through it in the middle and it wouldnt have been any good anyway

One of the other calls was from a member down in Oklahoma who was researching an article he had once read in either Flying or the Air Force Journal which detailed a C-47 on a training flight that had gone through severe turbulence of the downburst type and had gone through the trees leaving a good portion of the outboard wings behind The story went on to tell that the pilots were able to nurse the Gooney Bird to a safe landing

This man wanted to know where he might find that original article and if I knew how he might get a copy of it 1 had to confess that I hadnt a clue but suggested he contact the Air Force museum at Wright-Pat and also the National Air and Space Museum in Washingshyton Hows that for passing the Buck

Truthfully those were the only sources where I felt he might have a chance Maybe there are members out there who could give us some correlating information and maybe tell us a few stories of their own I know there are as many Gooney Bird fables as there were Model T stories C mon folk s lets have some fun Pass it to Buck

Another note came from one of my fa shyvorite people the prolific aviation writer Bob Whittier from Duxbury MA

A person could have knocked me over with a hummingbird feather when I spotted the number NCI3000 at the top of your Nov 3 letter

Yes I did own that Aeronca and from time to time over the years have found myself wondering what might have become of it And so it now turns up in your hands of all people

At Oshkosh last summer I had a ride in the Bird biplane NC767Y now owned by Bill Clifford of NY Would you believe I also

owned that plane My past seems to be catching up with me

Due to my deafness I was 4H in the draft Around 1943 (as best I can remember) I was driving past the now-a-shopping-mall Brockshyton Airport on the so uthern outskirts of Brockton MA It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than airshylines was allowed Before that war I had spent a lot of time as an airport kid at this field On then looking around I discovered that vanshydals had broken into the boarded up hangar and damaged some of the planes They had not done too much to 13000 so before they got in again I contacted the ovmer and bought it Then I put it in a relatives chicken house in the rural town of Norfolk MA

I got my AampE license early in 1944 I saw a help wanted ad in Trade-A-Planereg and outfit called Fliteways at Curtiss-Wright Airshyport (now Timmerman) was looking for an AampP to maintain several Navy N3N-3s they were using for a Navy primary flying course I got the job and headed off to Milwaukee

Some months later I was home for a holishyday So I crated 13000 and put her aboard a freight train going to Milwaukee I intended to fix her up I soloed a J-3 in June of 1944 and wanted a time builder Alas when I and another mechanic towed 13000 into CurtissshyWright one of the two owners of the Fliteways business (the bean counter one not the Mr Airplane Lover one) blew up He didshynt want employees fooling around with airyplanes on their airfield So thats why I sold 13000 to the man in Michigan I never dreamed that in the dim future of 1997 some EAA character I knew would end up owning and restoring it I look forward to seeing it again at Oshkosh and will bring a nice boushyquet of flowers to present to it When I owned it it was yellow with black trim

As I dislike getting only 16cent worth of value out of a 32cent stamp I may as well pop a quesshytion your way You may not know the answer but then again you might have heard it from someone you have talked with over the years

From the late 1920s to around 1935 a number of planes were built which had forshyward-sloping windshields I am sure you remember the early Boeing 247 It had such a windshield Later the 2470 had a convenshytional aft-sloping windshield

This style appears to have first appeared on the Fokker Universal Then on other ships such as the Vultee passenger model the Stinshyson low wing trimotor the Kinner Envoy executive Plane and so on

Those windshields are so noticeable that they have itched my curiosity bump for years This far I have run down a number of explashynations of why it was used

In some planes such as the Fokkers the pishylots cockpit was squeezed in between the nose engines firewall and the forward bulkhead of the passenger compartment A conventionally sloped windshield would have given no headshyroom for the pilots so adopting the forward sloping style allowed more headroom

Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin NC 3773

There is only one way to properly prop an aircraft-SAFELY How many of you have already answered with a resounding YES There exists today those who have and those who will not and for good reason The will nots probably have not because they are afraid of becoming hamburger and rightly so Thereshyfore let us review the correct manner the method is for another day to prop all aircraft that have the ability to be propped safely Alshythough I will prop a 200 hp fuel injected Pitts I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat

The art and science of propping an aircraft requires that the words used convey the message required for safe operation The person doing the propping is in charge and the pilot (yes by FAA mandated regulation you cannot let a nonpilot opshyerate the controls during the procedure) responds

(Not so The FAA has no such regulation in Steve WIttmans modified aluminum prop on his Uttle force The FAA does have FAR 9113 Care- Bonzo resembles the working part of a Waring Blender

less and Reckless Operation to use ifthey feel you ve erred in your choice ofa control manipulator but there is no requirement written in the FARs to have a Pilot at the controls 1n fact the nowhere in FAA regulations nor in an Advishysory Circular is the subject addressed The most documentation is made in insurance company documents most notably in the exclusions section in many policies See Bucks accompanyshying column for more on 3this issue- HGF)

I PROPPER- Loudly calls out before touching the prop Brakes set throttle cracked switch OFF

PlLOT- Responds Brakes set throttle cracked switch off

2 PROPPER- After testing that the brakes are set by pushing on the prop the PROPPER pulls the prop through one or two times AND then calls out Brakes and CONTACT (Albeit if you are a fan of that classic movie The ROCKETTER I can agree in principle to BRAKES AND HOT)

(Ever since we were gently taught by a master CFI Gene Chase we like CONTACT betshyter since it is unlikely to be misinterpreted as not or some other word CONTACT says just that and no more - HGF)

Now lets be honest- how many of you who at first said yes have become reeducated The mechanics or method has been left out for another day and column What follows is a true story While ferrying Harvey Swacks Baby Lakes to Oshkosh for the Convention I first landed at Fond du Lac I found myself arriving just before the start of a proficiency run and who should be standing there but Steve Wittman Steve needed a prop for his entry and there was not a soul around who would help Steve I will admit that it did not help that the aluminum fan on Sylvesters (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender

Without any hesitation I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard strapped himself in and quietly waited for the propping procedure to be initiated I called out Brakes set throttle cracked- switch oW

Steve looked at me and with a slightly toothy grin he stated It says it is He knew-and now so do you

began to fly cabin planes direct-lighted inshystruments began to reflect on inside surfaces of backward-sloping windshields when flying at night So sloping the windshield forward got rid of this

Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields lights on the ground below and to each side were reflected on the inner surfaces of the windshields again impairing forward vision

And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers inshystead of climbing up the glass in rivers as is the

case with usual windshields Ditto snowflakes Yet another explanation is that this style

allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels And anodder iss dat der forward slope uf der vindshieldt und konshysekvently longer cabin roof gave pilots better protection frum hot overhead sunlight So vot you tink iss der real explanation

Bob Whittier PO Box T Duxbury MA 02331

Over to you i( 3laquock 4

VINTAGE AIRPLANE 9

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

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George A Thompson Senoia GA

Peter Torraca New York NY

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Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

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FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

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FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Forty-horsepower

Piper Cub J-2C flyshy

ing over Lundtofte

Airfield on a beautishy

ful November day in

1938 Copenhagen

can be seen faintly

in the background

The airplane was

easy to fly and its

cruising speed of

about 62 mph made

it possible for the

pilot and passenger

to have a good look

at what they were

passing over

Christian Bohnstedt-Petersen and Jack Hedegaard under the name of Cub Airshycraft Co Ltd Sundkrogsgade 1- 3 Arnager Denmark

Thereafter the company took up neshygotiations with the War Ministry to acquire the use of Lundtofte Airfield with its connecting bui ldings which had been vacated by the mi litary air forces when they were moved to Yaershy10se These negotiations ended with a lease of the Lundtofte faci lity for a 20-year period In addition Cub Airshycraft Co Ltd bought an old Rohrbach hangar at Kastrup AilJlort at a demolition price of 5000 Danish Kroner It was Bohnstedt s intention to move it to

Lundtofte but it never got that far Inshystead it was resurrected on land belonging to Bohnstedts estate Hegshynsholt at Gmnholt near Fredensborg Here a 400 X 400 meter grass landing field was laid out (1600 sq meters)

In the early part of 1938 an assemshybly factory was estab lished in the

Piper Cub received its Airworthiness Certificate on May 28 1938

But this was only one side of the matter There should also be pilots to test fly the completed airplanes and to educate future purchasers The problem was solved during a meeting

two large hangars at Lundtofte To supervise thi s part of the proshy

Ueutenant Eigil Prins on the left and engineer Jan Klint with a forty-horsepower Piper Cub at the hangar in Lundtofte

ject the Lock Haven factory had temporari ly assigned a young Danish-American engineer Jan K lint to he lp get production started In the co urse of six months his miss ion was comshypleted The first Lundtofte-built

This French Caudron C510 Phalene a comfortable four-seater airplane powered with a 140 hp Renault engine was purchased by Bohnstedt-Petersen as a corporate aircraft and flown by Eigil Prins who added the type to his license It was registered SE-AHP in Sweden before taking up the Danish registration of OY-DIU

VINTAGE AIRPLANE 5

Plant director Joe Wallbridge was Christian Bohnstedt-Petersens right hand man at Cub Aircraft Ltd

of the Association of Danish Pilots in the spring of 1938 when Hedegaard became acshyquainted with 2nd Lt Eigil Prins who had served as an instructor at the Army Flight School and consequently was supposed to have good qualificashytions for the task at hand Hedegaard offered Prins the job and following a short introduction to Bohnstedt the matter was settled and Prins was taken on as a test pilot and flight instructor at a monthly salary of 600 OK

At the time the interest in flying

After a warm summer day in Lundtofte with many nights completed it was nice to satisfy the thirst On the left is Arne Svensson and on the right is Eigil Prins

Lt Eric Bjurhovd of the auto firm Autoropa Ltd Malmo Sweden takes Mrs Sonesson for a ride in a 50 hp J-3 Piper Cub SE-AHP wh ich was previously registered NC21517 and mounted on a set of Edo 54-ll40 noats Note the up exhausts on the 50 hp Continental engine

was growing rapidly and Prins was soon busy educating students and test flying new Piper Cub airplanes In beshytween flights presentations were given to prospective buyers on the capabilities of the new Cub Passenger flights were often made to Kastrup Airport Gf0nholt and Aalborg Among the first buyers

were The Sportsflying Club of Copenshyhagen the Lundtofte factorys Finnish agent OY Sand N in Helsingfors (a subsidiary of A S Simonsen and Nielsen) the Aero Club of Malmo (Sweden) and a Danish citizen in Belshygium Ferry flights were undertaken on a regular basis and Prins was having a hard time handling all the work

A former colleague of Prins sergeant Arne Svensson who had been one of the first group of 100 military pilots who were trained at Vaerl0se in 1934 had read about the large amount of flying at Lundtofte So one spring

Mrs Aase Bohnstedt-Petersen on the left togethshyer with her mother Mrs Lange are pictured on July 1939 in the Caudron 510 Phalene as they prepare to depart for the island of Fanll and a happy holiday family gathering

--shy bull - 6 JANUARY 1998

day in 1938 he visited the field as a spectator By coincidence Prins disshycovered his presence and their meeting caused him to suggest to Bohnstedt the following day to hire Svensson as a flight instructor It didnt take long before Arne Svensson was busily engaged as an instructor at Lundtofte

The State Aviation Controlling Agency maintained strict supervi shysion of the assembly of Piper Cub airplanes Thus the Agency deshymanded that a controller approved by this authority should mark and OK all components as they were inshystalled in the airplanes Material Inspector P Robert J0rgensen was consequently employed in the asshysembly factory in Lundtofte and handled the tasks in a professional way Since the factory and the flight school were spared from any serious mishaps credit must be attributed to Jan Klint manager Herlev Chris shytiansen Eigil Prins and Arne Svensson for their excellent sense of responsibility and thoroughness with which they did their work

In charge of airplane sales were the company s director Joe Wal lshybridge and Christians son Henry Bohnstedt-Petersen They were also among the first to earn their Private Licenses at Lundtofte

During the course of 1938 ten Piper Cub airplanes were assembled and sold However 1939 became the great year with a total of 18 airshyplanes From 1937 to the (German) occupation of Denmark on Apri l 9 1940 parts for 47 Piper Cubs were imported of which 32 were assemshybled before the war and two afterwards The bulk of the parts for the remaining 13 aircraft were either destroyed by fire or water damage

(To be continued in February)

(Right) This aerial photo is from the sailplane show at Lundtofte Airfield taken on Sunday August 14 1938 Thousands of onlookers came to the festival which offered aerobatics and parachute jumps The promoters were Berlingske Tidende along with The Danish Sallflying Union and The Danish Model Airplane Assoc iation The Royal Danish Aeronautical Association was in charge of the sporting activities

Assembling wings for Cub aircraft in the Lundtofte hangar In front to the left is manager Herlev Christensen and in the rear is CAA material inspector Robert Jergensen

On a holiday outing to the Danish island of Fane the Caudron was pitted against the Mercedes-Benz 540K of director Oesers from M-B With Eigil Prins at the controls of the Caudron the accellerat ion contest on the smooth sand of the beach was won by the 540K-the K stands for kompressor or supercharger

VINTAGE AIRPLAN E 7

by EE Buck Hilbert

EM 21 Ale 5 PO Box 424 Union IL 60180

My missive on hand propping sure has reshysulted in a lot of correspondence Its reaUy a hot topic especially after the unfortunate incishydent with a Champ in central Ohio That Champ flew 90 miles by itself after it got away from the pilot Im sure you can imagshyine the anxiety he must have felt until he knew the airplane was on the ground and had not hurt anyone For those of you who may have missed it here s a very brief synopsis After landing while taxiing the engine quit on a Champ being flown solo by a pilot with from what we could gather from the newspashypers plenty of experience around light planes (20+ years) When it quit he got out and propped it and it got away from him Were not here to beat on anybody especially the pishylot - Im sure he feels pretty low about the whole thing - but the fact that accidents like that still happen after all these years tells me that not everybody is getting the message

Youve got to tie them down On a taxishyway tie it to a light Near a vehicle tie it to one of the cars towing rings If it is fixed in place or weighs more tie it to it Just one simple length of steel reinforcing rod a small hammer and a short length of rope are a small price to pay in terms of your payload Isnt using it worth the peace of mind knowing the airplane is tied down when you stand in front of it

I cant recall a single incident were an airshyplane got away from somebody after it was tied down and then untied by the pilot as he prepared to taxi away Airplanes get wrecked after somebody props an airplane that is not tied down and it winds up near full power chewing its way through people or property

The past several days since the printing of my articles I have had several phone calls One of many relates to the article on hand propping and was a sincere request wanting to know the definition ofa Qualified Person at the controls

Well a subsequent search of the FARs reshyvealed nary a clue to hand propping and there was no definition for a qualified person 8 JANUARY 1998

PaSSitto Bucl I then decided to playa little game with

our FAA My local FISDO agreed there was nothing in the regulations about hand propshyping and when I asked him how and under what he would cover a mishap that might ocshycur he replied that it was covered under FAR 9113 Careless and ReckJess Operation

I went a little further contacting the boys at 800 Independence in Washington The first source has promised to get back to me The second source who wi ll remain unnamed gave me a very good definition of a Qualifted Person He also said that FAR 9113 wou ld be the regulation to apply if the Qualified Person wasnt The definition follows

A Qualified Person is one who is I Physically and mentally competent 2 Trained and tested Tested means that the person after trainshy

ing will respond correctly both orally and physically to the situation

You wont find this anywhere in the FARs and for a bureaucrat (by his own defishynition) to come up with a common sense definition like this is commendable

Long time member Dennis Agin was kind enough to send in his thoughts on the subject Youll fmd them within this column in a sepashyrate box He makes his point quite eloquently about understanding the risks involved

Two other calls were in regard to the DC-3 incident with the shirt in the Carburetor inshytake One was from Col Sam Burgess May of you have read the articles Sam has written including he latest for us on Roger Freeman and his Bristol Boxkite Sam is one person I hold in very high esteem He holds a number of National Aeronautic Association US and World records is an avid homebuilder a conshytributor to our EAA Museum Foundation in many ways and a role model whom young people of today could learn a lot from

Sam related a very similar incident that happened to him flying one of Uniteds milishytary drafted DC-3s in Africa carlyon in WW II Standard procedure on the downwind leg afshyter putting the landing gear down was for the co-pi lot to look out his side window and ca ll out I got a wheel The man in the left seat would then do the sameYou see back in those days the electrics werent as fail safe as they are today (Time out here for a slight chuckJe)

South Africa is warm even at night and Sams shirt is hanging fiom the back of his seat He opens his window to poke his flashlight out and look for his wheel and WHISH out the window goes his shirt as they apshyproached Accra Gold Coast (now Ghana)

It didn t get into the carburetor but it did go through the prop and Sam was very unshyhappy because he had acquired a Pan Am circular calculator from somewhere and that prized item was in the shirt pocket as it drifted lazily earthward Now it was gone forever or so he thought

He went on to say that a couple of weeks later while walking down the street just outshyside the base he spotted a very large hulk of a native the biggest man in town with Sams computer handing from a chain around his neck Now Sams not a very large man he tips the scales at about 145 lbs and being slight in stature he decided that he wouldnt try and take it away from him Besides it had a big hole punched through it in the middle and it wouldnt have been any good anyway

One of the other calls was from a member down in Oklahoma who was researching an article he had once read in either Flying or the Air Force Journal which detailed a C-47 on a training flight that had gone through severe turbulence of the downburst type and had gone through the trees leaving a good portion of the outboard wings behind The story went on to tell that the pilots were able to nurse the Gooney Bird to a safe landing

This man wanted to know where he might find that original article and if I knew how he might get a copy of it 1 had to confess that I hadnt a clue but suggested he contact the Air Force museum at Wright-Pat and also the National Air and Space Museum in Washingshyton Hows that for passing the Buck

Truthfully those were the only sources where I felt he might have a chance Maybe there are members out there who could give us some correlating information and maybe tell us a few stories of their own I know there are as many Gooney Bird fables as there were Model T stories C mon folk s lets have some fun Pass it to Buck

Another note came from one of my fa shyvorite people the prolific aviation writer Bob Whittier from Duxbury MA

A person could have knocked me over with a hummingbird feather when I spotted the number NCI3000 at the top of your Nov 3 letter

Yes I did own that Aeronca and from time to time over the years have found myself wondering what might have become of it And so it now turns up in your hands of all people

At Oshkosh last summer I had a ride in the Bird biplane NC767Y now owned by Bill Clifford of NY Would you believe I also

owned that plane My past seems to be catching up with me

Due to my deafness I was 4H in the draft Around 1943 (as best I can remember) I was driving past the now-a-shopping-mall Brockshyton Airport on the so uthern outskirts of Brockton MA It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than airshylines was allowed Before that war I had spent a lot of time as an airport kid at this field On then looking around I discovered that vanshydals had broken into the boarded up hangar and damaged some of the planes They had not done too much to 13000 so before they got in again I contacted the ovmer and bought it Then I put it in a relatives chicken house in the rural town of Norfolk MA

I got my AampE license early in 1944 I saw a help wanted ad in Trade-A-Planereg and outfit called Fliteways at Curtiss-Wright Airshyport (now Timmerman) was looking for an AampP to maintain several Navy N3N-3s they were using for a Navy primary flying course I got the job and headed off to Milwaukee

Some months later I was home for a holishyday So I crated 13000 and put her aboard a freight train going to Milwaukee I intended to fix her up I soloed a J-3 in June of 1944 and wanted a time builder Alas when I and another mechanic towed 13000 into CurtissshyWright one of the two owners of the Fliteways business (the bean counter one not the Mr Airplane Lover one) blew up He didshynt want employees fooling around with airyplanes on their airfield So thats why I sold 13000 to the man in Michigan I never dreamed that in the dim future of 1997 some EAA character I knew would end up owning and restoring it I look forward to seeing it again at Oshkosh and will bring a nice boushyquet of flowers to present to it When I owned it it was yellow with black trim

As I dislike getting only 16cent worth of value out of a 32cent stamp I may as well pop a quesshytion your way You may not know the answer but then again you might have heard it from someone you have talked with over the years

From the late 1920s to around 1935 a number of planes were built which had forshyward-sloping windshields I am sure you remember the early Boeing 247 It had such a windshield Later the 2470 had a convenshytional aft-sloping windshield

This style appears to have first appeared on the Fokker Universal Then on other ships such as the Vultee passenger model the Stinshyson low wing trimotor the Kinner Envoy executive Plane and so on

Those windshields are so noticeable that they have itched my curiosity bump for years This far I have run down a number of explashynations of why it was used

In some planes such as the Fokkers the pishylots cockpit was squeezed in between the nose engines firewall and the forward bulkhead of the passenger compartment A conventionally sloped windshield would have given no headshyroom for the pilots so adopting the forward sloping style allowed more headroom

Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin NC 3773

There is only one way to properly prop an aircraft-SAFELY How many of you have already answered with a resounding YES There exists today those who have and those who will not and for good reason The will nots probably have not because they are afraid of becoming hamburger and rightly so Thereshyfore let us review the correct manner the method is for another day to prop all aircraft that have the ability to be propped safely Alshythough I will prop a 200 hp fuel injected Pitts I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat

The art and science of propping an aircraft requires that the words used convey the message required for safe operation The person doing the propping is in charge and the pilot (yes by FAA mandated regulation you cannot let a nonpilot opshyerate the controls during the procedure) responds

(Not so The FAA has no such regulation in Steve WIttmans modified aluminum prop on his Uttle force The FAA does have FAR 9113 Care- Bonzo resembles the working part of a Waring Blender

less and Reckless Operation to use ifthey feel you ve erred in your choice ofa control manipulator but there is no requirement written in the FARs to have a Pilot at the controls 1n fact the nowhere in FAA regulations nor in an Advishysory Circular is the subject addressed The most documentation is made in insurance company documents most notably in the exclusions section in many policies See Bucks accompanyshying column for more on 3this issue- HGF)

I PROPPER- Loudly calls out before touching the prop Brakes set throttle cracked switch OFF

PlLOT- Responds Brakes set throttle cracked switch off

2 PROPPER- After testing that the brakes are set by pushing on the prop the PROPPER pulls the prop through one or two times AND then calls out Brakes and CONTACT (Albeit if you are a fan of that classic movie The ROCKETTER I can agree in principle to BRAKES AND HOT)

(Ever since we were gently taught by a master CFI Gene Chase we like CONTACT betshyter since it is unlikely to be misinterpreted as not or some other word CONTACT says just that and no more - HGF)

Now lets be honest- how many of you who at first said yes have become reeducated The mechanics or method has been left out for another day and column What follows is a true story While ferrying Harvey Swacks Baby Lakes to Oshkosh for the Convention I first landed at Fond du Lac I found myself arriving just before the start of a proficiency run and who should be standing there but Steve Wittman Steve needed a prop for his entry and there was not a soul around who would help Steve I will admit that it did not help that the aluminum fan on Sylvesters (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender

Without any hesitation I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard strapped himself in and quietly waited for the propping procedure to be initiated I called out Brakes set throttle cracked- switch oW

Steve looked at me and with a slightly toothy grin he stated It says it is He knew-and now so do you

began to fly cabin planes direct-lighted inshystruments began to reflect on inside surfaces of backward-sloping windshields when flying at night So sloping the windshield forward got rid of this

Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields lights on the ground below and to each side were reflected on the inner surfaces of the windshields again impairing forward vision

And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers inshystead of climbing up the glass in rivers as is the

case with usual windshields Ditto snowflakes Yet another explanation is that this style

allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels And anodder iss dat der forward slope uf der vindshieldt und konshysekvently longer cabin roof gave pilots better protection frum hot overhead sunlight So vot you tink iss der real explanation

Bob Whittier PO Box T Duxbury MA 02331

Over to you i( 3laquock 4

VINTAGE AIRPLANE 9

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

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L L Bingham Cambridge MA

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Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

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Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

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Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

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MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Plant director Joe Wallbridge was Christian Bohnstedt-Petersens right hand man at Cub Aircraft Ltd

of the Association of Danish Pilots in the spring of 1938 when Hedegaard became acshyquainted with 2nd Lt Eigil Prins who had served as an instructor at the Army Flight School and consequently was supposed to have good qualificashytions for the task at hand Hedegaard offered Prins the job and following a short introduction to Bohnstedt the matter was settled and Prins was taken on as a test pilot and flight instructor at a monthly salary of 600 OK

At the time the interest in flying

After a warm summer day in Lundtofte with many nights completed it was nice to satisfy the thirst On the left is Arne Svensson and on the right is Eigil Prins

Lt Eric Bjurhovd of the auto firm Autoropa Ltd Malmo Sweden takes Mrs Sonesson for a ride in a 50 hp J-3 Piper Cub SE-AHP wh ich was previously registered NC21517 and mounted on a set of Edo 54-ll40 noats Note the up exhausts on the 50 hp Continental engine

was growing rapidly and Prins was soon busy educating students and test flying new Piper Cub airplanes In beshytween flights presentations were given to prospective buyers on the capabilities of the new Cub Passenger flights were often made to Kastrup Airport Gf0nholt and Aalborg Among the first buyers

were The Sportsflying Club of Copenshyhagen the Lundtofte factorys Finnish agent OY Sand N in Helsingfors (a subsidiary of A S Simonsen and Nielsen) the Aero Club of Malmo (Sweden) and a Danish citizen in Belshygium Ferry flights were undertaken on a regular basis and Prins was having a hard time handling all the work

A former colleague of Prins sergeant Arne Svensson who had been one of the first group of 100 military pilots who were trained at Vaerl0se in 1934 had read about the large amount of flying at Lundtofte So one spring

Mrs Aase Bohnstedt-Petersen on the left togethshyer with her mother Mrs Lange are pictured on July 1939 in the Caudron 510 Phalene as they prepare to depart for the island of Fanll and a happy holiday family gathering

--shy bull - 6 JANUARY 1998

day in 1938 he visited the field as a spectator By coincidence Prins disshycovered his presence and their meeting caused him to suggest to Bohnstedt the following day to hire Svensson as a flight instructor It didnt take long before Arne Svensson was busily engaged as an instructor at Lundtofte

The State Aviation Controlling Agency maintained strict supervi shysion of the assembly of Piper Cub airplanes Thus the Agency deshymanded that a controller approved by this authority should mark and OK all components as they were inshystalled in the airplanes Material Inspector P Robert J0rgensen was consequently employed in the asshysembly factory in Lundtofte and handled the tasks in a professional way Since the factory and the flight school were spared from any serious mishaps credit must be attributed to Jan Klint manager Herlev Chris shytiansen Eigil Prins and Arne Svensson for their excellent sense of responsibility and thoroughness with which they did their work

In charge of airplane sales were the company s director Joe Wal lshybridge and Christians son Henry Bohnstedt-Petersen They were also among the first to earn their Private Licenses at Lundtofte

During the course of 1938 ten Piper Cub airplanes were assembled and sold However 1939 became the great year with a total of 18 airshyplanes From 1937 to the (German) occupation of Denmark on Apri l 9 1940 parts for 47 Piper Cubs were imported of which 32 were assemshybled before the war and two afterwards The bulk of the parts for the remaining 13 aircraft were either destroyed by fire or water damage

(To be continued in February)

(Right) This aerial photo is from the sailplane show at Lundtofte Airfield taken on Sunday August 14 1938 Thousands of onlookers came to the festival which offered aerobatics and parachute jumps The promoters were Berlingske Tidende along with The Danish Sallflying Union and The Danish Model Airplane Assoc iation The Royal Danish Aeronautical Association was in charge of the sporting activities

Assembling wings for Cub aircraft in the Lundtofte hangar In front to the left is manager Herlev Christensen and in the rear is CAA material inspector Robert Jergensen

On a holiday outing to the Danish island of Fane the Caudron was pitted against the Mercedes-Benz 540K of director Oesers from M-B With Eigil Prins at the controls of the Caudron the accellerat ion contest on the smooth sand of the beach was won by the 540K-the K stands for kompressor or supercharger

VINTAGE AIRPLAN E 7

by EE Buck Hilbert

EM 21 Ale 5 PO Box 424 Union IL 60180

My missive on hand propping sure has reshysulted in a lot of correspondence Its reaUy a hot topic especially after the unfortunate incishydent with a Champ in central Ohio That Champ flew 90 miles by itself after it got away from the pilot Im sure you can imagshyine the anxiety he must have felt until he knew the airplane was on the ground and had not hurt anyone For those of you who may have missed it here s a very brief synopsis After landing while taxiing the engine quit on a Champ being flown solo by a pilot with from what we could gather from the newspashypers plenty of experience around light planes (20+ years) When it quit he got out and propped it and it got away from him Were not here to beat on anybody especially the pishylot - Im sure he feels pretty low about the whole thing - but the fact that accidents like that still happen after all these years tells me that not everybody is getting the message

Youve got to tie them down On a taxishyway tie it to a light Near a vehicle tie it to one of the cars towing rings If it is fixed in place or weighs more tie it to it Just one simple length of steel reinforcing rod a small hammer and a short length of rope are a small price to pay in terms of your payload Isnt using it worth the peace of mind knowing the airplane is tied down when you stand in front of it

I cant recall a single incident were an airshyplane got away from somebody after it was tied down and then untied by the pilot as he prepared to taxi away Airplanes get wrecked after somebody props an airplane that is not tied down and it winds up near full power chewing its way through people or property

The past several days since the printing of my articles I have had several phone calls One of many relates to the article on hand propping and was a sincere request wanting to know the definition ofa Qualified Person at the controls

Well a subsequent search of the FARs reshyvealed nary a clue to hand propping and there was no definition for a qualified person 8 JANUARY 1998

PaSSitto Bucl I then decided to playa little game with

our FAA My local FISDO agreed there was nothing in the regulations about hand propshyping and when I asked him how and under what he would cover a mishap that might ocshycur he replied that it was covered under FAR 9113 Careless and ReckJess Operation

I went a little further contacting the boys at 800 Independence in Washington The first source has promised to get back to me The second source who wi ll remain unnamed gave me a very good definition of a Qualifted Person He also said that FAR 9113 wou ld be the regulation to apply if the Qualified Person wasnt The definition follows

A Qualified Person is one who is I Physically and mentally competent 2 Trained and tested Tested means that the person after trainshy

ing will respond correctly both orally and physically to the situation

You wont find this anywhere in the FARs and for a bureaucrat (by his own defishynition) to come up with a common sense definition like this is commendable

Long time member Dennis Agin was kind enough to send in his thoughts on the subject Youll fmd them within this column in a sepashyrate box He makes his point quite eloquently about understanding the risks involved

Two other calls were in regard to the DC-3 incident with the shirt in the Carburetor inshytake One was from Col Sam Burgess May of you have read the articles Sam has written including he latest for us on Roger Freeman and his Bristol Boxkite Sam is one person I hold in very high esteem He holds a number of National Aeronautic Association US and World records is an avid homebuilder a conshytributor to our EAA Museum Foundation in many ways and a role model whom young people of today could learn a lot from

Sam related a very similar incident that happened to him flying one of Uniteds milishytary drafted DC-3s in Africa carlyon in WW II Standard procedure on the downwind leg afshyter putting the landing gear down was for the co-pi lot to look out his side window and ca ll out I got a wheel The man in the left seat would then do the sameYou see back in those days the electrics werent as fail safe as they are today (Time out here for a slight chuckJe)

South Africa is warm even at night and Sams shirt is hanging fiom the back of his seat He opens his window to poke his flashlight out and look for his wheel and WHISH out the window goes his shirt as they apshyproached Accra Gold Coast (now Ghana)

It didn t get into the carburetor but it did go through the prop and Sam was very unshyhappy because he had acquired a Pan Am circular calculator from somewhere and that prized item was in the shirt pocket as it drifted lazily earthward Now it was gone forever or so he thought

He went on to say that a couple of weeks later while walking down the street just outshyside the base he spotted a very large hulk of a native the biggest man in town with Sams computer handing from a chain around his neck Now Sams not a very large man he tips the scales at about 145 lbs and being slight in stature he decided that he wouldnt try and take it away from him Besides it had a big hole punched through it in the middle and it wouldnt have been any good anyway

One of the other calls was from a member down in Oklahoma who was researching an article he had once read in either Flying or the Air Force Journal which detailed a C-47 on a training flight that had gone through severe turbulence of the downburst type and had gone through the trees leaving a good portion of the outboard wings behind The story went on to tell that the pilots were able to nurse the Gooney Bird to a safe landing

This man wanted to know where he might find that original article and if I knew how he might get a copy of it 1 had to confess that I hadnt a clue but suggested he contact the Air Force museum at Wright-Pat and also the National Air and Space Museum in Washingshyton Hows that for passing the Buck

Truthfully those were the only sources where I felt he might have a chance Maybe there are members out there who could give us some correlating information and maybe tell us a few stories of their own I know there are as many Gooney Bird fables as there were Model T stories C mon folk s lets have some fun Pass it to Buck

Another note came from one of my fa shyvorite people the prolific aviation writer Bob Whittier from Duxbury MA

A person could have knocked me over with a hummingbird feather when I spotted the number NCI3000 at the top of your Nov 3 letter

Yes I did own that Aeronca and from time to time over the years have found myself wondering what might have become of it And so it now turns up in your hands of all people

At Oshkosh last summer I had a ride in the Bird biplane NC767Y now owned by Bill Clifford of NY Would you believe I also

owned that plane My past seems to be catching up with me

Due to my deafness I was 4H in the draft Around 1943 (as best I can remember) I was driving past the now-a-shopping-mall Brockshyton Airport on the so uthern outskirts of Brockton MA It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than airshylines was allowed Before that war I had spent a lot of time as an airport kid at this field On then looking around I discovered that vanshydals had broken into the boarded up hangar and damaged some of the planes They had not done too much to 13000 so before they got in again I contacted the ovmer and bought it Then I put it in a relatives chicken house in the rural town of Norfolk MA

I got my AampE license early in 1944 I saw a help wanted ad in Trade-A-Planereg and outfit called Fliteways at Curtiss-Wright Airshyport (now Timmerman) was looking for an AampP to maintain several Navy N3N-3s they were using for a Navy primary flying course I got the job and headed off to Milwaukee

Some months later I was home for a holishyday So I crated 13000 and put her aboard a freight train going to Milwaukee I intended to fix her up I soloed a J-3 in June of 1944 and wanted a time builder Alas when I and another mechanic towed 13000 into CurtissshyWright one of the two owners of the Fliteways business (the bean counter one not the Mr Airplane Lover one) blew up He didshynt want employees fooling around with airyplanes on their airfield So thats why I sold 13000 to the man in Michigan I never dreamed that in the dim future of 1997 some EAA character I knew would end up owning and restoring it I look forward to seeing it again at Oshkosh and will bring a nice boushyquet of flowers to present to it When I owned it it was yellow with black trim

As I dislike getting only 16cent worth of value out of a 32cent stamp I may as well pop a quesshytion your way You may not know the answer but then again you might have heard it from someone you have talked with over the years

From the late 1920s to around 1935 a number of planes were built which had forshyward-sloping windshields I am sure you remember the early Boeing 247 It had such a windshield Later the 2470 had a convenshytional aft-sloping windshield

This style appears to have first appeared on the Fokker Universal Then on other ships such as the Vultee passenger model the Stinshyson low wing trimotor the Kinner Envoy executive Plane and so on

Those windshields are so noticeable that they have itched my curiosity bump for years This far I have run down a number of explashynations of why it was used

In some planes such as the Fokkers the pishylots cockpit was squeezed in between the nose engines firewall and the forward bulkhead of the passenger compartment A conventionally sloped windshield would have given no headshyroom for the pilots so adopting the forward sloping style allowed more headroom

Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin NC 3773

There is only one way to properly prop an aircraft-SAFELY How many of you have already answered with a resounding YES There exists today those who have and those who will not and for good reason The will nots probably have not because they are afraid of becoming hamburger and rightly so Thereshyfore let us review the correct manner the method is for another day to prop all aircraft that have the ability to be propped safely Alshythough I will prop a 200 hp fuel injected Pitts I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat

The art and science of propping an aircraft requires that the words used convey the message required for safe operation The person doing the propping is in charge and the pilot (yes by FAA mandated regulation you cannot let a nonpilot opshyerate the controls during the procedure) responds

(Not so The FAA has no such regulation in Steve WIttmans modified aluminum prop on his Uttle force The FAA does have FAR 9113 Care- Bonzo resembles the working part of a Waring Blender

less and Reckless Operation to use ifthey feel you ve erred in your choice ofa control manipulator but there is no requirement written in the FARs to have a Pilot at the controls 1n fact the nowhere in FAA regulations nor in an Advishysory Circular is the subject addressed The most documentation is made in insurance company documents most notably in the exclusions section in many policies See Bucks accompanyshying column for more on 3this issue- HGF)

I PROPPER- Loudly calls out before touching the prop Brakes set throttle cracked switch OFF

PlLOT- Responds Brakes set throttle cracked switch off

2 PROPPER- After testing that the brakes are set by pushing on the prop the PROPPER pulls the prop through one or two times AND then calls out Brakes and CONTACT (Albeit if you are a fan of that classic movie The ROCKETTER I can agree in principle to BRAKES AND HOT)

(Ever since we were gently taught by a master CFI Gene Chase we like CONTACT betshyter since it is unlikely to be misinterpreted as not or some other word CONTACT says just that and no more - HGF)

Now lets be honest- how many of you who at first said yes have become reeducated The mechanics or method has been left out for another day and column What follows is a true story While ferrying Harvey Swacks Baby Lakes to Oshkosh for the Convention I first landed at Fond du Lac I found myself arriving just before the start of a proficiency run and who should be standing there but Steve Wittman Steve needed a prop for his entry and there was not a soul around who would help Steve I will admit that it did not help that the aluminum fan on Sylvesters (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender

Without any hesitation I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard strapped himself in and quietly waited for the propping procedure to be initiated I called out Brakes set throttle cracked- switch oW

Steve looked at me and with a slightly toothy grin he stated It says it is He knew-and now so do you

began to fly cabin planes direct-lighted inshystruments began to reflect on inside surfaces of backward-sloping windshields when flying at night So sloping the windshield forward got rid of this

Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields lights on the ground below and to each side were reflected on the inner surfaces of the windshields again impairing forward vision

And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers inshystead of climbing up the glass in rivers as is the

case with usual windshields Ditto snowflakes Yet another explanation is that this style

allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels And anodder iss dat der forward slope uf der vindshieldt und konshysekvently longer cabin roof gave pilots better protection frum hot overhead sunlight So vot you tink iss der real explanation

Bob Whittier PO Box T Duxbury MA 02331

Over to you i( 3laquock 4

VINTAGE AIRPLANE 9

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

day in 1938 he visited the field as a spectator By coincidence Prins disshycovered his presence and their meeting caused him to suggest to Bohnstedt the following day to hire Svensson as a flight instructor It didnt take long before Arne Svensson was busily engaged as an instructor at Lundtofte

The State Aviation Controlling Agency maintained strict supervi shysion of the assembly of Piper Cub airplanes Thus the Agency deshymanded that a controller approved by this authority should mark and OK all components as they were inshystalled in the airplanes Material Inspector P Robert J0rgensen was consequently employed in the asshysembly factory in Lundtofte and handled the tasks in a professional way Since the factory and the flight school were spared from any serious mishaps credit must be attributed to Jan Klint manager Herlev Chris shytiansen Eigil Prins and Arne Svensson for their excellent sense of responsibility and thoroughness with which they did their work

In charge of airplane sales were the company s director Joe Wal lshybridge and Christians son Henry Bohnstedt-Petersen They were also among the first to earn their Private Licenses at Lundtofte

During the course of 1938 ten Piper Cub airplanes were assembled and sold However 1939 became the great year with a total of 18 airshyplanes From 1937 to the (German) occupation of Denmark on Apri l 9 1940 parts for 47 Piper Cubs were imported of which 32 were assemshybled before the war and two afterwards The bulk of the parts for the remaining 13 aircraft were either destroyed by fire or water damage

(To be continued in February)

(Right) This aerial photo is from the sailplane show at Lundtofte Airfield taken on Sunday August 14 1938 Thousands of onlookers came to the festival which offered aerobatics and parachute jumps The promoters were Berlingske Tidende along with The Danish Sallflying Union and The Danish Model Airplane Assoc iation The Royal Danish Aeronautical Association was in charge of the sporting activities

Assembling wings for Cub aircraft in the Lundtofte hangar In front to the left is manager Herlev Christensen and in the rear is CAA material inspector Robert Jergensen

On a holiday outing to the Danish island of Fane the Caudron was pitted against the Mercedes-Benz 540K of director Oesers from M-B With Eigil Prins at the controls of the Caudron the accellerat ion contest on the smooth sand of the beach was won by the 540K-the K stands for kompressor or supercharger

VINTAGE AIRPLAN E 7

by EE Buck Hilbert

EM 21 Ale 5 PO Box 424 Union IL 60180

My missive on hand propping sure has reshysulted in a lot of correspondence Its reaUy a hot topic especially after the unfortunate incishydent with a Champ in central Ohio That Champ flew 90 miles by itself after it got away from the pilot Im sure you can imagshyine the anxiety he must have felt until he knew the airplane was on the ground and had not hurt anyone For those of you who may have missed it here s a very brief synopsis After landing while taxiing the engine quit on a Champ being flown solo by a pilot with from what we could gather from the newspashypers plenty of experience around light planes (20+ years) When it quit he got out and propped it and it got away from him Were not here to beat on anybody especially the pishylot - Im sure he feels pretty low about the whole thing - but the fact that accidents like that still happen after all these years tells me that not everybody is getting the message

Youve got to tie them down On a taxishyway tie it to a light Near a vehicle tie it to one of the cars towing rings If it is fixed in place or weighs more tie it to it Just one simple length of steel reinforcing rod a small hammer and a short length of rope are a small price to pay in terms of your payload Isnt using it worth the peace of mind knowing the airplane is tied down when you stand in front of it

I cant recall a single incident were an airshyplane got away from somebody after it was tied down and then untied by the pilot as he prepared to taxi away Airplanes get wrecked after somebody props an airplane that is not tied down and it winds up near full power chewing its way through people or property

The past several days since the printing of my articles I have had several phone calls One of many relates to the article on hand propping and was a sincere request wanting to know the definition ofa Qualified Person at the controls

Well a subsequent search of the FARs reshyvealed nary a clue to hand propping and there was no definition for a qualified person 8 JANUARY 1998

PaSSitto Bucl I then decided to playa little game with

our FAA My local FISDO agreed there was nothing in the regulations about hand propshyping and when I asked him how and under what he would cover a mishap that might ocshycur he replied that it was covered under FAR 9113 Careless and ReckJess Operation

I went a little further contacting the boys at 800 Independence in Washington The first source has promised to get back to me The second source who wi ll remain unnamed gave me a very good definition of a Qualifted Person He also said that FAR 9113 wou ld be the regulation to apply if the Qualified Person wasnt The definition follows

A Qualified Person is one who is I Physically and mentally competent 2 Trained and tested Tested means that the person after trainshy

ing will respond correctly both orally and physically to the situation

You wont find this anywhere in the FARs and for a bureaucrat (by his own defishynition) to come up with a common sense definition like this is commendable

Long time member Dennis Agin was kind enough to send in his thoughts on the subject Youll fmd them within this column in a sepashyrate box He makes his point quite eloquently about understanding the risks involved

Two other calls were in regard to the DC-3 incident with the shirt in the Carburetor inshytake One was from Col Sam Burgess May of you have read the articles Sam has written including he latest for us on Roger Freeman and his Bristol Boxkite Sam is one person I hold in very high esteem He holds a number of National Aeronautic Association US and World records is an avid homebuilder a conshytributor to our EAA Museum Foundation in many ways and a role model whom young people of today could learn a lot from

Sam related a very similar incident that happened to him flying one of Uniteds milishytary drafted DC-3s in Africa carlyon in WW II Standard procedure on the downwind leg afshyter putting the landing gear down was for the co-pi lot to look out his side window and ca ll out I got a wheel The man in the left seat would then do the sameYou see back in those days the electrics werent as fail safe as they are today (Time out here for a slight chuckJe)

South Africa is warm even at night and Sams shirt is hanging fiom the back of his seat He opens his window to poke his flashlight out and look for his wheel and WHISH out the window goes his shirt as they apshyproached Accra Gold Coast (now Ghana)

It didn t get into the carburetor but it did go through the prop and Sam was very unshyhappy because he had acquired a Pan Am circular calculator from somewhere and that prized item was in the shirt pocket as it drifted lazily earthward Now it was gone forever or so he thought

He went on to say that a couple of weeks later while walking down the street just outshyside the base he spotted a very large hulk of a native the biggest man in town with Sams computer handing from a chain around his neck Now Sams not a very large man he tips the scales at about 145 lbs and being slight in stature he decided that he wouldnt try and take it away from him Besides it had a big hole punched through it in the middle and it wouldnt have been any good anyway

One of the other calls was from a member down in Oklahoma who was researching an article he had once read in either Flying or the Air Force Journal which detailed a C-47 on a training flight that had gone through severe turbulence of the downburst type and had gone through the trees leaving a good portion of the outboard wings behind The story went on to tell that the pilots were able to nurse the Gooney Bird to a safe landing

This man wanted to know where he might find that original article and if I knew how he might get a copy of it 1 had to confess that I hadnt a clue but suggested he contact the Air Force museum at Wright-Pat and also the National Air and Space Museum in Washingshyton Hows that for passing the Buck

Truthfully those were the only sources where I felt he might have a chance Maybe there are members out there who could give us some correlating information and maybe tell us a few stories of their own I know there are as many Gooney Bird fables as there were Model T stories C mon folk s lets have some fun Pass it to Buck

Another note came from one of my fa shyvorite people the prolific aviation writer Bob Whittier from Duxbury MA

A person could have knocked me over with a hummingbird feather when I spotted the number NCI3000 at the top of your Nov 3 letter

Yes I did own that Aeronca and from time to time over the years have found myself wondering what might have become of it And so it now turns up in your hands of all people

At Oshkosh last summer I had a ride in the Bird biplane NC767Y now owned by Bill Clifford of NY Would you believe I also

owned that plane My past seems to be catching up with me

Due to my deafness I was 4H in the draft Around 1943 (as best I can remember) I was driving past the now-a-shopping-mall Brockshyton Airport on the so uthern outskirts of Brockton MA It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than airshylines was allowed Before that war I had spent a lot of time as an airport kid at this field On then looking around I discovered that vanshydals had broken into the boarded up hangar and damaged some of the planes They had not done too much to 13000 so before they got in again I contacted the ovmer and bought it Then I put it in a relatives chicken house in the rural town of Norfolk MA

I got my AampE license early in 1944 I saw a help wanted ad in Trade-A-Planereg and outfit called Fliteways at Curtiss-Wright Airshyport (now Timmerman) was looking for an AampP to maintain several Navy N3N-3s they were using for a Navy primary flying course I got the job and headed off to Milwaukee

Some months later I was home for a holishyday So I crated 13000 and put her aboard a freight train going to Milwaukee I intended to fix her up I soloed a J-3 in June of 1944 and wanted a time builder Alas when I and another mechanic towed 13000 into CurtissshyWright one of the two owners of the Fliteways business (the bean counter one not the Mr Airplane Lover one) blew up He didshynt want employees fooling around with airyplanes on their airfield So thats why I sold 13000 to the man in Michigan I never dreamed that in the dim future of 1997 some EAA character I knew would end up owning and restoring it I look forward to seeing it again at Oshkosh and will bring a nice boushyquet of flowers to present to it When I owned it it was yellow with black trim

As I dislike getting only 16cent worth of value out of a 32cent stamp I may as well pop a quesshytion your way You may not know the answer but then again you might have heard it from someone you have talked with over the years

From the late 1920s to around 1935 a number of planes were built which had forshyward-sloping windshields I am sure you remember the early Boeing 247 It had such a windshield Later the 2470 had a convenshytional aft-sloping windshield

This style appears to have first appeared on the Fokker Universal Then on other ships such as the Vultee passenger model the Stinshyson low wing trimotor the Kinner Envoy executive Plane and so on

Those windshields are so noticeable that they have itched my curiosity bump for years This far I have run down a number of explashynations of why it was used

In some planes such as the Fokkers the pishylots cockpit was squeezed in between the nose engines firewall and the forward bulkhead of the passenger compartment A conventionally sloped windshield would have given no headshyroom for the pilots so adopting the forward sloping style allowed more headroom

Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin NC 3773

There is only one way to properly prop an aircraft-SAFELY How many of you have already answered with a resounding YES There exists today those who have and those who will not and for good reason The will nots probably have not because they are afraid of becoming hamburger and rightly so Thereshyfore let us review the correct manner the method is for another day to prop all aircraft that have the ability to be propped safely Alshythough I will prop a 200 hp fuel injected Pitts I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat

The art and science of propping an aircraft requires that the words used convey the message required for safe operation The person doing the propping is in charge and the pilot (yes by FAA mandated regulation you cannot let a nonpilot opshyerate the controls during the procedure) responds

(Not so The FAA has no such regulation in Steve WIttmans modified aluminum prop on his Uttle force The FAA does have FAR 9113 Care- Bonzo resembles the working part of a Waring Blender

less and Reckless Operation to use ifthey feel you ve erred in your choice ofa control manipulator but there is no requirement written in the FARs to have a Pilot at the controls 1n fact the nowhere in FAA regulations nor in an Advishysory Circular is the subject addressed The most documentation is made in insurance company documents most notably in the exclusions section in many policies See Bucks accompanyshying column for more on 3this issue- HGF)

I PROPPER- Loudly calls out before touching the prop Brakes set throttle cracked switch OFF

PlLOT- Responds Brakes set throttle cracked switch off

2 PROPPER- After testing that the brakes are set by pushing on the prop the PROPPER pulls the prop through one or two times AND then calls out Brakes and CONTACT (Albeit if you are a fan of that classic movie The ROCKETTER I can agree in principle to BRAKES AND HOT)

(Ever since we were gently taught by a master CFI Gene Chase we like CONTACT betshyter since it is unlikely to be misinterpreted as not or some other word CONTACT says just that and no more - HGF)

Now lets be honest- how many of you who at first said yes have become reeducated The mechanics or method has been left out for another day and column What follows is a true story While ferrying Harvey Swacks Baby Lakes to Oshkosh for the Convention I first landed at Fond du Lac I found myself arriving just before the start of a proficiency run and who should be standing there but Steve Wittman Steve needed a prop for his entry and there was not a soul around who would help Steve I will admit that it did not help that the aluminum fan on Sylvesters (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender

Without any hesitation I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard strapped himself in and quietly waited for the propping procedure to be initiated I called out Brakes set throttle cracked- switch oW

Steve looked at me and with a slightly toothy grin he stated It says it is He knew-and now so do you

began to fly cabin planes direct-lighted inshystruments began to reflect on inside surfaces of backward-sloping windshields when flying at night So sloping the windshield forward got rid of this

Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields lights on the ground below and to each side were reflected on the inner surfaces of the windshields again impairing forward vision

And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers inshystead of climbing up the glass in rivers as is the

case with usual windshields Ditto snowflakes Yet another explanation is that this style

allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels And anodder iss dat der forward slope uf der vindshieldt und konshysekvently longer cabin roof gave pilots better protection frum hot overhead sunlight So vot you tink iss der real explanation

Bob Whittier PO Box T Duxbury MA 02331

Over to you i( 3laquock 4

VINTAGE AIRPLANE 9

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

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Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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WARBIRDS Current EAA members may join the EAA Warshybirds of Arnerica Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AEROBATICS magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may rece ive EAA EXPERIMENTER magazine fo r an addit ional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year SPORT AVIATION magazine not inciuded)(Add $8 for Foreign Postage

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add requi red Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

by EE Buck Hilbert

EM 21 Ale 5 PO Box 424 Union IL 60180

My missive on hand propping sure has reshysulted in a lot of correspondence Its reaUy a hot topic especially after the unfortunate incishydent with a Champ in central Ohio That Champ flew 90 miles by itself after it got away from the pilot Im sure you can imagshyine the anxiety he must have felt until he knew the airplane was on the ground and had not hurt anyone For those of you who may have missed it here s a very brief synopsis After landing while taxiing the engine quit on a Champ being flown solo by a pilot with from what we could gather from the newspashypers plenty of experience around light planes (20+ years) When it quit he got out and propped it and it got away from him Were not here to beat on anybody especially the pishylot - Im sure he feels pretty low about the whole thing - but the fact that accidents like that still happen after all these years tells me that not everybody is getting the message

Youve got to tie them down On a taxishyway tie it to a light Near a vehicle tie it to one of the cars towing rings If it is fixed in place or weighs more tie it to it Just one simple length of steel reinforcing rod a small hammer and a short length of rope are a small price to pay in terms of your payload Isnt using it worth the peace of mind knowing the airplane is tied down when you stand in front of it

I cant recall a single incident were an airshyplane got away from somebody after it was tied down and then untied by the pilot as he prepared to taxi away Airplanes get wrecked after somebody props an airplane that is not tied down and it winds up near full power chewing its way through people or property

The past several days since the printing of my articles I have had several phone calls One of many relates to the article on hand propping and was a sincere request wanting to know the definition ofa Qualified Person at the controls

Well a subsequent search of the FARs reshyvealed nary a clue to hand propping and there was no definition for a qualified person 8 JANUARY 1998

PaSSitto Bucl I then decided to playa little game with

our FAA My local FISDO agreed there was nothing in the regulations about hand propshyping and when I asked him how and under what he would cover a mishap that might ocshycur he replied that it was covered under FAR 9113 Careless and ReckJess Operation

I went a little further contacting the boys at 800 Independence in Washington The first source has promised to get back to me The second source who wi ll remain unnamed gave me a very good definition of a Qualifted Person He also said that FAR 9113 wou ld be the regulation to apply if the Qualified Person wasnt The definition follows

A Qualified Person is one who is I Physically and mentally competent 2 Trained and tested Tested means that the person after trainshy

ing will respond correctly both orally and physically to the situation

You wont find this anywhere in the FARs and for a bureaucrat (by his own defishynition) to come up with a common sense definition like this is commendable

Long time member Dennis Agin was kind enough to send in his thoughts on the subject Youll fmd them within this column in a sepashyrate box He makes his point quite eloquently about understanding the risks involved

Two other calls were in regard to the DC-3 incident with the shirt in the Carburetor inshytake One was from Col Sam Burgess May of you have read the articles Sam has written including he latest for us on Roger Freeman and his Bristol Boxkite Sam is one person I hold in very high esteem He holds a number of National Aeronautic Association US and World records is an avid homebuilder a conshytributor to our EAA Museum Foundation in many ways and a role model whom young people of today could learn a lot from

Sam related a very similar incident that happened to him flying one of Uniteds milishytary drafted DC-3s in Africa carlyon in WW II Standard procedure on the downwind leg afshyter putting the landing gear down was for the co-pi lot to look out his side window and ca ll out I got a wheel The man in the left seat would then do the sameYou see back in those days the electrics werent as fail safe as they are today (Time out here for a slight chuckJe)

South Africa is warm even at night and Sams shirt is hanging fiom the back of his seat He opens his window to poke his flashlight out and look for his wheel and WHISH out the window goes his shirt as they apshyproached Accra Gold Coast (now Ghana)

It didn t get into the carburetor but it did go through the prop and Sam was very unshyhappy because he had acquired a Pan Am circular calculator from somewhere and that prized item was in the shirt pocket as it drifted lazily earthward Now it was gone forever or so he thought

He went on to say that a couple of weeks later while walking down the street just outshyside the base he spotted a very large hulk of a native the biggest man in town with Sams computer handing from a chain around his neck Now Sams not a very large man he tips the scales at about 145 lbs and being slight in stature he decided that he wouldnt try and take it away from him Besides it had a big hole punched through it in the middle and it wouldnt have been any good anyway

One of the other calls was from a member down in Oklahoma who was researching an article he had once read in either Flying or the Air Force Journal which detailed a C-47 on a training flight that had gone through severe turbulence of the downburst type and had gone through the trees leaving a good portion of the outboard wings behind The story went on to tell that the pilots were able to nurse the Gooney Bird to a safe landing

This man wanted to know where he might find that original article and if I knew how he might get a copy of it 1 had to confess that I hadnt a clue but suggested he contact the Air Force museum at Wright-Pat and also the National Air and Space Museum in Washingshyton Hows that for passing the Buck

Truthfully those were the only sources where I felt he might have a chance Maybe there are members out there who could give us some correlating information and maybe tell us a few stories of their own I know there are as many Gooney Bird fables as there were Model T stories C mon folk s lets have some fun Pass it to Buck

Another note came from one of my fa shyvorite people the prolific aviation writer Bob Whittier from Duxbury MA

A person could have knocked me over with a hummingbird feather when I spotted the number NCI3000 at the top of your Nov 3 letter

Yes I did own that Aeronca and from time to time over the years have found myself wondering what might have become of it And so it now turns up in your hands of all people

At Oshkosh last summer I had a ride in the Bird biplane NC767Y now owned by Bill Clifford of NY Would you believe I also

owned that plane My past seems to be catching up with me

Due to my deafness I was 4H in the draft Around 1943 (as best I can remember) I was driving past the now-a-shopping-mall Brockshyton Airport on the so uthern outskirts of Brockton MA It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than airshylines was allowed Before that war I had spent a lot of time as an airport kid at this field On then looking around I discovered that vanshydals had broken into the boarded up hangar and damaged some of the planes They had not done too much to 13000 so before they got in again I contacted the ovmer and bought it Then I put it in a relatives chicken house in the rural town of Norfolk MA

I got my AampE license early in 1944 I saw a help wanted ad in Trade-A-Planereg and outfit called Fliteways at Curtiss-Wright Airshyport (now Timmerman) was looking for an AampP to maintain several Navy N3N-3s they were using for a Navy primary flying course I got the job and headed off to Milwaukee

Some months later I was home for a holishyday So I crated 13000 and put her aboard a freight train going to Milwaukee I intended to fix her up I soloed a J-3 in June of 1944 and wanted a time builder Alas when I and another mechanic towed 13000 into CurtissshyWright one of the two owners of the Fliteways business (the bean counter one not the Mr Airplane Lover one) blew up He didshynt want employees fooling around with airyplanes on their airfield So thats why I sold 13000 to the man in Michigan I never dreamed that in the dim future of 1997 some EAA character I knew would end up owning and restoring it I look forward to seeing it again at Oshkosh and will bring a nice boushyquet of flowers to present to it When I owned it it was yellow with black trim

As I dislike getting only 16cent worth of value out of a 32cent stamp I may as well pop a quesshytion your way You may not know the answer but then again you might have heard it from someone you have talked with over the years

From the late 1920s to around 1935 a number of planes were built which had forshyward-sloping windshields I am sure you remember the early Boeing 247 It had such a windshield Later the 2470 had a convenshytional aft-sloping windshield

This style appears to have first appeared on the Fokker Universal Then on other ships such as the Vultee passenger model the Stinshyson low wing trimotor the Kinner Envoy executive Plane and so on

Those windshields are so noticeable that they have itched my curiosity bump for years This far I have run down a number of explashynations of why it was used

In some planes such as the Fokkers the pishylots cockpit was squeezed in between the nose engines firewall and the forward bulkhead of the passenger compartment A conventionally sloped windshield would have given no headshyroom for the pilots so adopting the forward sloping style allowed more headroom

Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin NC 3773

There is only one way to properly prop an aircraft-SAFELY How many of you have already answered with a resounding YES There exists today those who have and those who will not and for good reason The will nots probably have not because they are afraid of becoming hamburger and rightly so Thereshyfore let us review the correct manner the method is for another day to prop all aircraft that have the ability to be propped safely Alshythough I will prop a 200 hp fuel injected Pitts I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat

The art and science of propping an aircraft requires that the words used convey the message required for safe operation The person doing the propping is in charge and the pilot (yes by FAA mandated regulation you cannot let a nonpilot opshyerate the controls during the procedure) responds

(Not so The FAA has no such regulation in Steve WIttmans modified aluminum prop on his Uttle force The FAA does have FAR 9113 Care- Bonzo resembles the working part of a Waring Blender

less and Reckless Operation to use ifthey feel you ve erred in your choice ofa control manipulator but there is no requirement written in the FARs to have a Pilot at the controls 1n fact the nowhere in FAA regulations nor in an Advishysory Circular is the subject addressed The most documentation is made in insurance company documents most notably in the exclusions section in many policies See Bucks accompanyshying column for more on 3this issue- HGF)

I PROPPER- Loudly calls out before touching the prop Brakes set throttle cracked switch OFF

PlLOT- Responds Brakes set throttle cracked switch off

2 PROPPER- After testing that the brakes are set by pushing on the prop the PROPPER pulls the prop through one or two times AND then calls out Brakes and CONTACT (Albeit if you are a fan of that classic movie The ROCKETTER I can agree in principle to BRAKES AND HOT)

(Ever since we were gently taught by a master CFI Gene Chase we like CONTACT betshyter since it is unlikely to be misinterpreted as not or some other word CONTACT says just that and no more - HGF)

Now lets be honest- how many of you who at first said yes have become reeducated The mechanics or method has been left out for another day and column What follows is a true story While ferrying Harvey Swacks Baby Lakes to Oshkosh for the Convention I first landed at Fond du Lac I found myself arriving just before the start of a proficiency run and who should be standing there but Steve Wittman Steve needed a prop for his entry and there was not a soul around who would help Steve I will admit that it did not help that the aluminum fan on Sylvesters (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender

Without any hesitation I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard strapped himself in and quietly waited for the propping procedure to be initiated I called out Brakes set throttle cracked- switch oW

Steve looked at me and with a slightly toothy grin he stated It says it is He knew-and now so do you

began to fly cabin planes direct-lighted inshystruments began to reflect on inside surfaces of backward-sloping windshields when flying at night So sloping the windshield forward got rid of this

Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields lights on the ground below and to each side were reflected on the inner surfaces of the windshields again impairing forward vision

And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers inshystead of climbing up the glass in rivers as is the

case with usual windshields Ditto snowflakes Yet another explanation is that this style

allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels And anodder iss dat der forward slope uf der vindshieldt und konshysekvently longer cabin roof gave pilots better protection frum hot overhead sunlight So vot you tink iss der real explanation

Bob Whittier PO Box T Duxbury MA 02331

Over to you i( 3laquock 4

VINTAGE AIRPLANE 9

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

owned that plane My past seems to be catching up with me

Due to my deafness I was 4H in the draft Around 1943 (as best I can remember) I was driving past the now-a-shopping-mall Brockshyton Airport on the so uthern outskirts of Brockton MA It had been closed down after Pearl Harbor because it was within the 50 mile wide coastal zone established by the old CAA in which no civil flying other than airshylines was allowed Before that war I had spent a lot of time as an airport kid at this field On then looking around I discovered that vanshydals had broken into the boarded up hangar and damaged some of the planes They had not done too much to 13000 so before they got in again I contacted the ovmer and bought it Then I put it in a relatives chicken house in the rural town of Norfolk MA

I got my AampE license early in 1944 I saw a help wanted ad in Trade-A-Planereg and outfit called Fliteways at Curtiss-Wright Airshyport (now Timmerman) was looking for an AampP to maintain several Navy N3N-3s they were using for a Navy primary flying course I got the job and headed off to Milwaukee

Some months later I was home for a holishyday So I crated 13000 and put her aboard a freight train going to Milwaukee I intended to fix her up I soloed a J-3 in June of 1944 and wanted a time builder Alas when I and another mechanic towed 13000 into CurtissshyWright one of the two owners of the Fliteways business (the bean counter one not the Mr Airplane Lover one) blew up He didshynt want employees fooling around with airyplanes on their airfield So thats why I sold 13000 to the man in Michigan I never dreamed that in the dim future of 1997 some EAA character I knew would end up owning and restoring it I look forward to seeing it again at Oshkosh and will bring a nice boushyquet of flowers to present to it When I owned it it was yellow with black trim

As I dislike getting only 16cent worth of value out of a 32cent stamp I may as well pop a quesshytion your way You may not know the answer but then again you might have heard it from someone you have talked with over the years

From the late 1920s to around 1935 a number of planes were built which had forshyward-sloping windshields I am sure you remember the early Boeing 247 It had such a windshield Later the 2470 had a convenshytional aft-sloping windshield

This style appears to have first appeared on the Fokker Universal Then on other ships such as the Vultee passenger model the Stinshyson low wing trimotor the Kinner Envoy executive Plane and so on

Those windshields are so noticeable that they have itched my curiosity bump for years This far I have run down a number of explashynations of why it was used

In some planes such as the Fokkers the pishylots cockpit was squeezed in between the nose engines firewall and the forward bulkhead of the passenger compartment A conventionally sloped windshield would have given no headshyroom for the pilots so adopting the forward sloping style allowed more headroom

Another explanation is that when airlines

PROPERLYPROPPING by Dennis Agin NC 3773

There is only one way to properly prop an aircraft-SAFELY How many of you have already answered with a resounding YES There exists today those who have and those who will not and for good reason The will nots probably have not because they are afraid of becoming hamburger and rightly so Thereshyfore let us review the correct manner the method is for another day to prop all aircraft that have the ability to be propped safely Alshythough I will prop a 200 hp fuel injected Pitts I have not and will decline when requested to prop all Bonanzas because someone left his master on and the battery is flat

The art and science of propping an aircraft requires that the words used convey the message required for safe operation The person doing the propping is in charge and the pilot (yes by FAA mandated regulation you cannot let a nonpilot opshyerate the controls during the procedure) responds

(Not so The FAA has no such regulation in Steve WIttmans modified aluminum prop on his Uttle force The FAA does have FAR 9113 Care- Bonzo resembles the working part of a Waring Blender

less and Reckless Operation to use ifthey feel you ve erred in your choice ofa control manipulator but there is no requirement written in the FARs to have a Pilot at the controls 1n fact the nowhere in FAA regulations nor in an Advishysory Circular is the subject addressed The most documentation is made in insurance company documents most notably in the exclusions section in many policies See Bucks accompanyshying column for more on 3this issue- HGF)

I PROPPER- Loudly calls out before touching the prop Brakes set throttle cracked switch OFF

PlLOT- Responds Brakes set throttle cracked switch off

2 PROPPER- After testing that the brakes are set by pushing on the prop the PROPPER pulls the prop through one or two times AND then calls out Brakes and CONTACT (Albeit if you are a fan of that classic movie The ROCKETTER I can agree in principle to BRAKES AND HOT)

(Ever since we were gently taught by a master CFI Gene Chase we like CONTACT betshyter since it is unlikely to be misinterpreted as not or some other word CONTACT says just that and no more - HGF)

Now lets be honest- how many of you who at first said yes have become reeducated The mechanics or method has been left out for another day and column What follows is a true story While ferrying Harvey Swacks Baby Lakes to Oshkosh for the Convention I first landed at Fond du Lac I found myself arriving just before the start of a proficiency run and who should be standing there but Steve Wittman Steve needed a prop for his entry and there was not a soul around who would help Steve I will admit that it did not help that the aluminum fan on Sylvesters (as he was affectionately known to EAAIlPablo) bird had been highly modified and for all appearances resembled the working part of a Waring Blender

Without any hesitation I proudly offered my Armstrong methods and services to Steve who graciously accepted and after climbing aboard strapped himself in and quietly waited for the propping procedure to be initiated I called out Brakes set throttle cracked- switch oW

Steve looked at me and with a slightly toothy grin he stated It says it is He knew-and now so do you

began to fly cabin planes direct-lighted inshystruments began to reflect on inside surfaces of backward-sloping windshields when flying at night So sloping the windshield forward got rid of this

Yet another is that when early airliners with narrow fuselages flew over cities when departing or arriving at airfields lights on the ground below and to each side were reflected on the inner surfaces of the windshields again impairing forward vision

And another is that the forward slope in some way made raindrops flown down the windshield and drain at the bottom comers inshystead of climbing up the glass in rivers as is the

case with usual windshields Ditto snowflakes Yet another explanation is that this style

allowed magnetic compasses to be mounted as far as possible from electric wires behind the instrument panels And anodder iss dat der forward slope uf der vindshieldt und konshysekvently longer cabin roof gave pilots better protection frum hot overhead sunlight So vot you tink iss der real explanation

Bob Whittier PO Box T Duxbury MA 02331

Over to you i( 3laquock 4

VINTAGE AIRPLANE 9

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

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Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

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Dave Stump Richmond V A

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Kazuo Takei Tokyo Japan

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Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Jim Koepnick

1997 Luscombe Association Fly-In The annual Luscombe Association

National Forum was held June 20 - 22 at Coles County Airport in Mattoon IL This years event had a new host and location since in the previous 13 years it had been held at Moraine Airshypark near Dayton OH

The airport and airport staff wel shycomed the group with open arms and great hospitality making everyone welcome and making their large hangar available for holding the Saturday morning forum Shannon Tipscord the airport manager was especially helpful for the entire event

10 JANUARY 1998

by Gene Horsman

The local Lions Club handled the meals and they were considered excelshylent by the attendees

The weather on Friday was muggy and a bit windy but 30 aircraft were in by dark and one arrived at 1000 pm The final count of aircraft by Saturday afternoon was 38 Every Luscombe model except for the IIA were preshysent and the quality of the aircraft was espec ially good this year It rained lightly early Saturday morning and winds were stiff most of the day An evening thunderstorm moved around the field and dumped hail four

miles east at Charleston IL

The tradishytional Luscombe Forum was held at 900 am on Saturday mornshying with Rick Duckworth conshyducting Guest speakers were Jack Norris an aeronautical engineer and a member of

Jim Koepnick

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Here are most of the major award winners at the Luscombe National Forum For left to right we have

Delores Adkisson Best Original Luscombe SF (N1499B) Bob Kellog whose SF (N9927C) was the winner of the Members Choice and British Luscombe Enthusiast Newsletter Awards Laurie Combs the pilot who flew the Longest Distance to the f1y~n with the Luscombe Foundations Win Me Luscombe Chuck Forrester who won Best Custom Luscombe for his clip-wing SA N2451K Gene Horseman who owns the Oldest Luscombe at the Ay-In an early 1940 model SA and Lowell Farrand who among all the 38 airplanes present at the f1y~n has owned his Luscombe the longest-3S years

CAFE Foundation (the aircraft testing organization) in California Doug Combs of the Don Luscombe Historishycal Aviation Foundation also spoke Jack a Doug addressed the various maintenance topics and answered quesshytions from the members

A planned fly-out to the Octave Chanute museum at the old Chanute Field on Saturday morning after the forum was not well attended because of threatening weather but those who went did enjoy themselves and were able to return with no weather related problems with the possible exception being the wind

On Saturday a local television stashytion taped interviews with some of the members and the int erviews were shown on the 6 and 10 pm newscast

On Saturday evening many door prizes were awarded before the fly-in awards were presented The judging is done by members choice Each fills out a ballot on Saturday and submits their choices for the best in each cateshygory The winners were

Best Rare Luscombe T8F N 1828B owned by Earl Prater

Best Custom Luscombe 8A N2451K a clip-wing registered

Chuck Forresters clip-wing SA is registered in the Experimental category as the result of his modificashytions and it was featured in an article in the July 1997 issue of EAAs Sport Aviation It was picked as the Best Custom Luscombe of the f1y-in

in the experimental category owned winning Luscombe owner himself by Chuck Forrester who did an excellent job of planning

and carrying out this the first LusshyBest Original Luscombe combe fly-in at that location Jerry has 8F 1499B Jerry and Delores Adkisson

many ideas for next years event so youll want to attend This years LusshyMembers Choice and British Lusshy

combe Enthusiast Newsletter Awards combe National Forum will be held went to Bob Kellogs 8F N9927C June 12-14 1998 See you there

Oldest Luscombe An early 1940 model An overhead view of the Luscombe forum held on Saturday one of

the focal points of the weekend Jack Norris addresses the members 8A owned by Gene Rick Duckworth the moderator sits at the far left and Doug Combs

Horseman of the Don Luscombe Aviation History Foundation sits next to the golf cart on the far right as he waits his turn at the microphone

Longest Ownershyship 35 years owned for all that time by Lowell Farshyrand

Longest Distance flown to the fly-in The Win Me Lusshycombe flown from Phoenix AZ flown by Laurie Combs while she was 7 months pregnant

The Mattoon coordishynator for the fly-in was Jerry Cox an award

VINTAGE AIRPLANE 11

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

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Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

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M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

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APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

About 200 aficionados and assorted buffs showed up at Creve Coeur for

the third running of the Monocoupe roundup The four day event held Sepshytember 18 - 21 drew 20 Monocoupes several of which had not been seen in recent memory Orchestrated adroit ly by Bob Coolbaugh and Al Stix the latest gathering of the clan was enhanced by the attendance of a number of factory personnel mostly from the 1940 - 42 Orlando period

Fran Fitzwilliam whose tenure dates from 1929 was the most senior factory representative She was an exshyecutive secretary with the original management which included Don Lusshycombe and Clayton Folkerts Fran brought her album and recalled several memorable aerial outings with rascals like Stub Quimby and Scotty Burshymood This was when tail skids were the only brakes and there was only one Fed (inspector) in the Chicago office

Capt Ted Patecell PanAm retired flew up from Florida in his high flying Cessna with Dick Sampson Ted cast his lot with Monocoupe in January 1941 shortly after its acquisition by Universal Moulded Products Prior to that hed worked for Benny Howard in Chicago At Orlando he was much inshyvolved with the 90AF program as an engineer test pilot and salesman

After the events of7 December 194 1 it became Ted s mission to dispose of all unsold inventory Approximately 35 Monocoupe 90AFs were involved 20 of which he managed to place with the War Department as L-7A liaison planes They were emmarked for Lend

by JOHN UNDERWOOD

Lease to the Free French forces in North Africa which necessitated the fitting of special air filters for desert operations Pateshycell designed the fi lter and personshyally tested each airplane to the satshyisfaction of the procurement office at Wright Field

Six other 90AFs were placed with the Civil Air Pashytrol fitted with shackles for 100 pound bombs and posted to antisubmarine bases along the Florida coast Ted led the delivery flight attached the shackles and flew some of the early patrols and search missions Shortly thereafter Patecell made a career change he never had cause to regret PanAm was hiring and he got on in time to serve as First Offishycer aboard Boeing 314 Clippers

Although Dick Sampson never drew his paychecks from Monocoupe he certainly has the know how He owned five of them during the 1930s and 40s one of which he traded for a midget racer known as the Wittman Pobjoy Special RI W Several years ago havshying suffered an attack of nostalgia Sampson commissioned Bill (Reshypeat) Turner to replicate RI W It should be in the OSH98 lineup

The first new hire at Orlando was

Dick Adams who saw a job opportushynity when he spotted the Monocoupe company domiciled in freight cars sitshyting on a railroad siding The mo ve from St Louis had run afoul of a bushyreaucratic screw up at City Hall The factory Claire Bunch had been promised was not available and other arrangements had to be made In due course things were sorted out and Adams was soon learning the airplane parts business An aspiring aviator he owned a J-3 Cub with another new hire Winfred (Joe) Jones a highshyschool chum who eventually became Monocoupes chief inspector Thanks to Joe who lives in Orlando and made the pilgrimage to Creve Coeur we have learned much about what was goshying on at ORL in 1940-42 - Text continued on page26- Photos all the next2pagesshy

12 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

NC18056 made Its public debut In the heart of Beverly Hills In 1937 showcased from an automobile salesroom on Rodeo Drive

Dick and Georgette Smith with their newly restored 9OAWmiddot145 Theyre looking to trade () up for a clip-wing

(Below) Miro and Ushle Rieser Cologne Gennany with NC19429 close kin to their own 90A ex-NC19432

(Above) Phil and De Ann Riter burnt the midnight oil finishing their restoration of NC19429 In time for Creve Coeur

(Right) NC10730 originally belonged to young Jerry Nettleton who hoped to be the worlds fastest teenager Old age in the fonn of his twentieth birthday overtook him before the deed was done

NC10730 once a celebrated hangar queen has gotten serishyous about her XC flying thanks to Andy Bibber and his channing fl o

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

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Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

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Reid Scudder San Jose NM

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Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

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M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

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30 JANUARY 1998

(Below) CAL s 0-14S NX211 seems to have set a popular style for Monocoupe finishes It now hangs in a place of honor in the terminal of St louis Lambert Field

Monocoupe elder Ted Patecell who was acquaintmiddot ed with the original Mr Mulligan was smiling from ear to ear when he got out of Bud Dakes Mullicoupe

(Below) Nobody on this planet has had a longer relationship with the same Monocoupe than Jim Harvey shown here performing the 90Almiddot11S inishytiation rite upon the writer

left to right Ed Kirby whose Monocoupe bucked the whole way In the worst turbulence ever Mrs K Joe Jones Monocoupe Orlando 1940- 42 Claire Bunchs granddaughter Kathleen Mark Roy Garbarine ORl 90AF engineer Patti Bunch Mark CWBs daughter Dick Adams Monocoupe 90AF first new hire at ORl 1940

-

Jack McCarthys 110 impersonating Monocoupe salesmalHlCrobat Pete Brooks NC1234S

Melvin Mc Collums stunning 9OAlmiddot11S began Its career In 1941 as a 90AF with Bob Fachett Chicago airplane parts vendor

14 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

1936 had the 40 hp A-40-4 engine inshystalled) It wasnt until the next year after a disastrous fire destroyed the Bradford facshytory that the Taylor Aircraft Co became Piper Aircraft Corp of Lock Haven P A

16 JANUARY 1998

Bob and his big brother Don who was a year older bought the Cub in 1939 so they could learn to fly in it They needed a bank loan of $37128 co-signed by their father before they could buy the 1-2 The list price of a new 1-2 in 1936 was $1470 but just as today the fir s t one to own it suffers the most deprecishyation Harry Johnson the 1-2s first owner bought the airplane from Piper distributor Neil McRay By the time the Stewart brothers bought it the price had come down substantially Delivshyered to Neil on July 1 1936 it was a very standard airplane complete with a yellow paint job and three stripes and the cockpit cabin enclosure After he bought it Johnson flew it for just over two years often with

his brother as company He then deshycided to trade it in on a new Cub that had recently been introduced one with 10 more horsepower being put out by its Franklin 4AC-50 Once the 50 hp

Franklin powered J-3 Cub he had been waiting on became available he sold the J-2 to the Stewarts

Starting with an empty logbook the Stewart brothers went on to solo and earn their Private Pilots licenses in the J -2 before they too traded it in for a new model Cub The same mechanic had been taking care of the J-2 since it was new and one day after Don Stewshyart had banged one wing and damaged the leading edge and a few ribs he happened to mention that a fellow at another field was desperately looking for a flying airplane to use in the CPT program It seemed his 60 hp Franklin had swallowed some magneto impulse coupling parts into its innards and reshyplacement parts would be slower in coming than the man wanted to wait since he had students actively flying every day

As soon as the mechanic was finshyished with the repair on the wing Bob flew off the FBO and offered to trade him the J-2 for the J-3 with the sick Franklin Its a deal he was told Bob pointed out that he only had the

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

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Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

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Wilbur C Graff Wadsworth OH

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John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

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Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

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Cherie McClung Alexandria VA

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John S Penn Lanoka Harbor NJ

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Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

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30 JANUARY 1998

current logbooks for the 1-2 with him at the time Thats okay I only need the current ones - you can keep the rest So for over 50 years Bob Stewart had the logbooks for his first airplane and as fortune would have it hed get to include them in the paperwork for that very same airplane in 1997

Bobs aviation career led him to fly all sorts of airplanes while he served with the Ferry Command after instructing in the wartime pilot trainshying program His first multi-engine ferry assignment A B-26 Marauder His checkout pilot was none other than Neil McRay who was the Piper distributor and first owner of Bob and Dons 1-2 and had given Bob his first airplane ride The Ferry Command kept Bob busy all over the European Theater of Operations flying all sorts of aircraft Like so many of his Air Corps compatriots he grew up fast in the cockpits of the many transports he was assigned The B-24 B-25 A-20 B-17 and Boeing 247 all were flown with a few others thrown in for good measure Towards the end of his tour he flew a B-25 for Major General Webster when he was commanding officer of the Air Transport Comshymand After Bob had flown the

requisite 1000 hours overseas the General was kind enough to make certain that he got his orders rotating him back to the States He picked up a B-17 that needed to be ferried back across the Atlantic and headed home to be mustered out Bobs brother Don was busy in the Air Corps as well ending up flying liaison airplanes at

property useless There was a silver

lining in this entire mess and it was Bobs choice ofa cashyreer based on his airport work He alshyready had a bulldozer so he started an exshycavating business It proved to be no passshying fancy and it kept his family fed and clothed for the next 40 years

The airplane bug certainly never left him in all those days and one thought often recurred to him shywouldn t it be neat to find the old J-2 and fix it up He tried to track it down a couple of times but it as it was passing though different peoshyples hands they didnt always regisshyter it so it would periodically disapshypear making it hard to pin down Finally in the fall of 1990 it popped up in the FAA Registry and was found one day by Bobs son Mark It was only about 90 miles away stored in a barn after it had been restored in the

The rounded corners of the wingtips and tail surfaces along with the widened landing gear and straight cabin top set the J-2 apart from its earshylier brother the E-2 The rework done under Mr_ Pipers direction by Walter Jamouneau was the final wedge in the rift that would put William Piper Sr and Gilbert Taylor on different paths in the aviation industry

continued on page 27

one point He piloted Stinson L-5s in the China-Burma Theater and while flying in that area he was decorated by General Stillwell

After arriving home in Erie Bob and Don got back to work on an airshyport they had started to build With about 300 feet in the runway left to construct the local electric company dropped its own bomb They anshynounced they had been planning for 25 years() to build a sub-station right in the middle of the land the brothers owned No words could convince them to build it elsewhere and with little available to fight them the company simply had the land condemned for their use renshydering the airport being built on the

DeKevin Thomton

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Three different views

of the interior of the

Cub show the work

the Stewarts and Earl

Witt put into the final

product The original

location of the magneshy

to switch on the rear

base of the front seat

has been maintained

and the rest of the

interior is just as it

was when Bob and

Don Stewart earned

their Private licences

back in 1939

late 1970s After being recovered (it hadnt flown since the end ofI947) it was never flown since its new owner had found a 1-3 to fly in the meantime He just never got around to fly ing the 1-2

Still as inactive as the 1-2 had been the owner wouldnt part with it and it took some gentle persuasion to conshyvince him to se ll it To this day there are some people who know about the project who are amazed that Bob was

able to buy it since many others had tried and failed A few of the fellows who he lped recover the airplane told Bob that the owner should sell him the airplane since he owned it before the War When Bob told the owner that his friends thought he should sell he simshyply told him that if they would take care of the paperwork the Cub was his to buy Bob was astonished - it had been No no no and then suddenly it was Yes Yippee

DeKevin Thomton

While he probably could have gotshyten a ferry permit to fly it home Bob knew his heart too well - If I fly it home I wont want to fix it up the way it should be done

With the wings and fuselage on a trailer it was hauled back to Erie where Bob and his sons Mark and Bob 1r could get to work on it

What they hauled home was pretty original As was typical of a number of 1-2s that had survived over the years (a total of 1202 were bui lt) there were a few modifications that had crept into the airframe Two out of the original 4 instruments had been replaced with later models and steel tube J-3 seats had been added to the cabin replacing the plywood seats the airplane had when it was delivered It still had its original Continental A-40 engine and it was in pretty good shape None-theshyless it was packed up and shipped off to have D J Short who specializes in A-40 engines When it came back they even ran it up using the original prop although the prop was replaced with a new Sensenich before the Cub was flown

The biggest project the J-2 presented

While the J-2 does have a bungee shock absorber landing gear It also relied on a pair of Goodyear Alrwheels to help soak up the bumps

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

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VINTAGE AIRPLANE 29

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30 JANUARY 1998

Norm Petersen

Howard 500 N500HP

In one of the surprises of the 1997 EAA Oshkosh Convention the Grand Champion Lindy Award in the Conshytemporary Class (1956 to 1960) was won by the largest class entrant on the field - a large twin-engined 1960

by NORM PETERSEN

Howard 500 N500HP SIN 500-105 owned by the North Pacific Manageshyment Corp ofPortland OR and flown to Oshkosh by its major restorer and company pilot Dave Cummings (EAA 567651 NC 90971) of Wood ale OR

Featuring full cabin pressurization a stand-up cabin of 6-foot 2-inch height with room for up to 12 people including pilots and a cruise speed near 400 mph the Howard 500 is strictly in a class by itself The big

VINTAGE AIRPLANE 19

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

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FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

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FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

In the bright Oregon

sunshine the Howard

500 really glistens as

Dave Cummings brings

the big bird in close for

Erik Prestons camera

(Our thanks to Eric for

supplying the air-to-air

photos of the Howard)

From this angie the

Lockheed influence on

Dee Howards design is

readily apparent with

the main difference

being the 6 2 interior

height and the full

cabin pressurization

2500 hp Pratt amp Whitney radial enshygines are harnessed to a couple of large four-bladed HamiltonStandard props that look like they really mean business with their II-foot swing All of this power requires considerable fuel capacity and the Howard 500 can hold 1550 gallons of 100 octane aviashytion fuel at one time so you better

have your credit card at the ready when you say fi ll er up In addition each enshygine has 35 gallons of oi l for normal operation (Thats a total of 70 gallons or 280 quarts folks)

The Dee Howard Company in San Antonio TX de-

From above and to the rear we get a close look at the huge tapered (wet) wing on the Howard 500 with its large Fowler-type flaps that extend from the aileron to the fuselage Note the propellers are turning slow enough to leave a shadow on the nose

veloped the Howard 500 in the late 1950s with the prototype making its first flight in September of 1959 The first production models came out in 1960 when N500HP

(left) Dave Cummings company pilot for North Pacific Management Corp poses by the tail of the Howard with the beautiful Undy troshyphy Note the logo that includes a reference to lockheed Vega and Dee Howard Co The subshystantial rudder trim is necessary when you have such large engines as the R-2800s

which is the fifth one built was conshystructed A total of22 were constructed however today 37 years later only eight examples remain on the current FAA register

With an empty weight of 22000 Ibs and a gross weight of 35 000 Ibs the Howard 500 is no small airplane and requires a type rating to fly it

Dave Cummings the pilot and brains behind the restoration happened along at just the right time as he has over 5 000 hours of heavy tail wheel time such as

This cartoon drawing signifies the probshylem enjoyed when you have such high speeds with a propeller-drlven airplane like the Howard 500 Donald Duck Is trying to move the small company jet out of the way so the Howard 500 can move right by and land as number one instead of number two

20 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

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FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Beech IS DC-3 and the like In addishytion Dave flew bush in Alaska for nearly six years so he is wise in the ways of older airplanes He is quick to point out the Howard 500 is relatively easy to fly but you have to be on your toes - as with any tail wheel airplane

The secret to any high performance airplane is the go-power which in the case of the Howard 500 is a pair of 2500 hp Pratt amp Whitney R-2S00shyCB-17 engines with IS cylinders each (at ISS cubic inches per cylinder) that use AD (anti detonation injecshytion) to allow the engines to produce high horsepower without belching at a BMEP of 253 psi at 2SOO rpm In adshydition the huge four-bladed propellers which are actually cut-down Constelshylation props turn at 450-to-one engine speed At normal cruise the props are running at 1100 rpm or as Dave Cummings says They turn so slow you can read the HamStandard logo as it goes by The huge prop spinners were used on DC-7 airliners and have proven to work very nicely on the Howard 500

In the event of losing one engine hydraulically operated rudder boosts allow the pilot to put in enough rudder to keep the big twin going straight with a minimum single-enshygine control speed of 95 knots A yaw-limiter system which senses the aircraft yaw-angle and provides an electrical signal to the rudder boost system helps produce the required rudder force gradient with increasing yaw angles In addition auto feathering of the dead enshygine propeller will streamline the huge prop blades to reduce drag on that side

The aircrafts sole compressor for cabin pressurization is located on the left engine and is automatishycally de-clutched if the right engine fails so the left engine can produce maximum power for single-engine operations (Big engines require big adjustments if one fails especially when out on the left or

North Pacific Management Corp which is a conglomerate of about 14 companies in the hotel and timber business likes older airplanes and esshypecially the faster ones that are pressurized When they went looking for an airplane in 1995 a broker told them about a Howard 500 that was sitshyting out in the desert in dry storage and had been there for quite a spell It was for sale at a reasonable price so a deal was struck and Dave and his small crew traveled to the site and commenced getting the Howard ready for a ferry flight back to Troutdale OR

They fixed the brakes and a bunch of minor things before they deemed it ready for the flight home The Howard was fired up and all systems were checked before the takeoff from Moshyjave out in the California desert Dave made the takeoff in fine shape and as the Howard was climbing through 600 feet AGL- the right enshygine failed Dave merely let the good engine do its work (remember he still had 2500 hp to work with) and flew the big bird into Van Nuys CA and landed It took him about seven days to hang a new R-2S00 engine on the right side with the help of an lS-yearshy

old kid cleaning parts When everyshything was buttoned up checked and rechecked Dave cranked up the Howard and flew it home to Troutshydale OR the Howards home base

Once home the dismantling began and they got their first look at the inshysides of a 35-year-old corporate airplane Dave said they found a few rats nests that had to be removed and a huge bird nest in the air conditionshying system The wiring was in very poor shape and had to be removed carefully tagged and replaced - one wire at a time Dave says they were often knee deep in old wire The basic structure was in surprisingly good condition and needed very little help It was obvious the airplane had enjoyed excellent maintenance over the years

The integral fuel tanks in the wings were leaking badly and had to be comshypletely rebuilt one rivet at a time Someone previous had tried to put tank sealer on top of zinc chromate primer - and it didnt stick Whoever did it was not the sharpest knife in the drawer when it comes to fuel tanks Once the metal was completely cleaned the sealer worked fine and

Dan Luft

Its not hard to see where the next generation of pilots will come from This is Dave Cummings pilot holdmiddot right wing) ing the 1997 Grand Champion Contemporary Undy in his right ann and his two and a half year-old son Thomas in his left ann Thomas full name is Thomas Undbergh Cummings and they call him Lindy for short

Dave Cummings says his boss at VINTAGE AIRPLANE 21

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

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Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

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Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

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FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

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APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Erik Preston

=ll__d-~~SR

the joints were soon tight as the rivets were driven home

As Dave relates We just kept takshying care of one squawk after another for two and a half years We finally ran out of squawks Once the airshyframe was up to speed they had Flight Tech Interiors of Hillsborough OR put a brand new interior in the Howard Mike Henderson and his entire crew did a really great job while keeping the correct historical perspective in selecting the colors and types of materials In addition they finished all woodwork trim in fancy birdseye maple which really adds to the character of the airplane It exudes class The result is an airshyplane that is so quiet you dont need headsets or intercoms to talk in a norshymal tone of voice

The Howard is used on a weekly basis flying up and down the west coast to Canada and Alaska and to Sun Valley ID In short its a genuine working airplane In addition to the Howard the company has a DC-3 a Beech D-18 a Cessna 195 a Beech Staggerwing- one of the D-models that Jim Younkin converted to a

22 JANUARY 1998

G-model - and a DeHavilland Beaver on floats And to top it off Dave says they have a second Howard 500 that is presently being restored to the equal ofN500HP (There is no shortage of work in this companys hangars)

Dave says there are some 4300 hours on the airframe ofN500HP and at present about 70 hours on the right engine and about 40 hours on the left engine Both seem to be runshyning extremely well with a minimum of squawks Normal cruise is at 22000 feet and about 320 kts When you point the nose down you have to keep an eye on the airspeed because it moves out smartly especially if you are entering a Class B airspace where theres an area of maximum airspeed restriction of 250 kts

The airplane is painted with a speshycial German poly paint like that used on Mercedes Benz cars It costs $190 per gallon but is a super polyurethane We are pleased with the paint as it continues to remain as a very polished surface Besides it is easy to clean and keep in first-class trim If we happen to peel any paint on some of the high speed letdowns we have a

Parked on the

ground the Howard

500 looks rather forshy

midable with its large

main tires and wheels

and clamshell gear

doors The large size

of the R-2800 engines

is readily apparent as

one moves close to

the airplane The

AntiqueClassic

judges were impressed

with the overall condishy

tion and detailing of

the big twin

person come and touch it up immedishyately This particular paint can be blended to the point where the touchshyup doesnt show at all

Dave is especially pleased in that the Howard won the Grand Champion Lindy Award at EAA Oshkosh 97 He says even his boss was pleased and looks forward to possibly having furshyther representation at Oshkosh with some of the other company airplanes Just think Dave ifyou bring N500HP back to Oshkosh there will be a speshycial parking place for the airplane in the Past Grand Champions Paddock It doesnt get any better than this Congratulations again from all of us in the AntiqueClassic group and esshypecially for bringing to Oshkosh the largest Grand Champion Contemposhyrary Award winner in history

For our newer members who may wonder Just what Is a Contemporary airplane the AntiqueClassic Contemporary judging guidelines are

Any aircraft manufactured from January 1 1956 through December 311960

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

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L L Bingham Cambridge MA

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William V Chapin Fayetteville GA

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Larry E Howard Greenacres W A

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RobertA Lebewol SouthboroMA

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Cherie McClung Alexandria VA

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C R ODell Houston TX

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John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

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FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

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M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

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APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Hard Luck Cessna A New Zealand Contemporary Adventure by RICHARD MOLES

SECRETARY CKX GROUP

Our 1960 Cessna 172 has had a very turshybuent career Its latest adventure was its salvage from the bottom of New Zealands largest and deepest lake Lake Taupo in November of 1981

Prior to its ditching in the lake where it laid submerged for over three months it had been the subject of an unsuccessful attempt to blow it up While overnighting on a small airfield at Turangi the airplane was vandalshyized and a small clockwork incendiary device was left in the cabin intending to destroy the evidence of the criminal activity

The Cessna ZK-CKX was imported in May 1960 along with three other Cessna l72s and registered ZK-BWM by the Wairarapa and Ruahine Aero Club It was used by the club for only three months before crashing in September Snapped up by Rural Aviation at New Plymouth it was rebuilt as ZK-CB1

In May 1963 it collided in mid-air with Cessna ISO ZK-BVZ luckily with no inshyjuries to the occupants of either aircraft

While owned by the Hawera Aero Club it crashed on takeoff in March 1964 and on New Years Day in 1965 it was badly damshyaged in a forced landing After flying again after only 14 months the Cessna now regshy

-------shyshy- -shy

istered ZK-CKX was again damaged when a gust of wind tipped it on its nose at Taupo in 1966

In 1972 while operatshying from a strip in the Kaimanawa ranges it hit a patch of snow and was once more badly damaged This time it was rebuilt at Pukekohe back in 1975 and continued to operate without any reported incidents until 1981

After the aforementioned attempted sabshyotage during which some fuel was siphoned out of the airplane and the magshynetic compass and fire extinguisher were both removed an inspection was made by the pilot and a licensed engineer (in the States we refer to them as (AampP mechanics - HGF) After draining fuel out of the right wing fuel tank and from the gascolator no traces of fuel contamination were found The left tank drain valve was inoperable and could not be opened to drain a fuel sample Inspection panels were reshymoved to confirm that the airplane had not been damaged in any other way

After refueling and performing a run up with the engineer on board all appeared to be normal so the pilot proceeded to do a normal preflight run-up and then depart for his home base The mechanic and another pilot departed in another aircraft

Soon after departure Cessna ZK-CKXs engine began to run rough By now he was at 1000 ft above the surface of the lake and nearly seven miles away from the airport An attempt was made to cure the engine roughness by manipulating the engine conshy

trols but it was to no avail and the engine quit forcing the pilot to make a forced landing in the lake near a couple of fishing boats He was rescued in a short time but the Cessna sank to the bottom of the lake

The aircraft was lying in over 300 feet of cold clear water in the deepest part of the lake and was discovered by two men who were experimenting with underwater

Five New Zealand pilots have enjoyed the use of this 1960 Cessna 172 now a lot prettier (top) since it was salvaged from 310 ft of fresh water at the bottom of Lake Taupo

cameras A rope was lowered to the plane and looped around the propeller after which it was dragged to the shore some disshytance away It was then lifted by helicopter to the local airfield where it was purchased from the insurance company for $1800 by a syndicate of five pilots

A complete strip down of the plane was then commenced Naturally all the upholshystery had to be renewed but owing to the extremely pure water in the lake there was no corrosion encountered Various instrushyments rendered unserviceable many of them broke due to water compression from being in such deep water

A fully reconditioned 0 - 300 Continental engine was obtained fro $6600 after trading in the time-expired old engine A wrecked Cessna 336 was purchased for spare parts such as seats main landing gear with double caliper brakes and one or two gauges

Since taking to the air once more the old girl has flown over 1000 hours and apart from normal age related maintenance it has been a source of pleasure to the five partshytime pilots who now own the aircraft

VINTAGE AIRPLANE 23

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

WHAT OUR MEMBERS ARE RESTORING ---------------------------------------------------------- byNorDlPetersen

A Lovely Pair ofWaco Cabins

This photo of a matched pair of Waco YKS-6s in formation was sent in Ed Byars and John Collier who restored the pair in Clemson SC over the past three years In the foreground is Ed Byars NC 16598 SIN 4522 which is powered with a Jacobs R-755 engine of275 hp while in the background is John Colliers NC16580 SIN 4518 which is powered with a Continental R-670 of 220 hp The quality of these restorations is reshymarkable in detail and about the only thing missing in the photo is the sound of the two radial engines Congratulations to Ed and John on a couple of beautiful cabin Wacos

Dan Gumps Taylorcraft BC-12D

Parked in front of its han ga r is a recently reshystored Taylorcraft BC-12D N95522 SIN 7822 owned by Da ni el Gump (EAA 379428 A C 24603) of Longwood FL The picshyture was sent in by Wesley Smith (EAA 20438 A C 24018) of Floral City FL who helped with the restoration along with Richard Jubb (EAA 26273 AlC 19232) of Jupiter FL The second photo shows Richard Jubb (above left) who was a longtime A amp P mechanic and EAA member and an active member ofEAA Chapter 74 in Orlando FL workshying on a tail section of the Taylorcraft Richard passed away on November 20 1997 at the age of 77 years

Jerry Springers Rose Parakeet

This superbly finished Rose Parashykeet NCI20SE SIN JSI-IOO is the pride and joy of builder Jerry Springer (EAA 317621 AlC (7944) of Collinsville OK Complete with an 0-200 Continental engine of 100 hp polished metal prop and polished aluminum landing gear fairings the bright red with black trim singleshyplace biplane cuts a pretty figure in the biplane museum where Paul Poberezny took this photo Note the rose on the cockpit headrest

24 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

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JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Dick McKenneys 415-0 Ercoupe

This photo of a sharp looking Ercoupe 415-D N2051N SIN 2674 was sent in by owner Dick McKenshyney (EAA 262190 AC 11006) of Minneapolis MN With a total time of 1270 hours on the airframe and 100 SMOH on the C-85 engine the Ercoupe features Ceconite covered wings bubble windshield large bagshygage Airtex interior rudder pedals dual nose fork Cleveland brakes and twin landing lights on polished strut covers The panel has a 720 nav-com and a mode-C transponder Note the metal prop and fancy spinner Dick has just added a Grumman American TR-2 to his stable and is

considering selling the Coupe after five years of enjoying the cute little bird For details call him at 612-789-7853 and tell him Norm sent you

Golden Oldie From Years Ago

This oldtime print from years ago came filtering down to Oshkosh from northern Wisconsin via Mike Weinfurter of Rhinelander The snowsledairsled runs on three skis with the tail ski being steerable (along with the rudder) with the big wooden steering wheel- complete with a spark advance lever (If you know what this is you are over 60) The engine is a ten-cylinder Anzani of 100 hp at 1600 rpm (two banks of five each) pulling a man-sized propeller It is our opinion that at full throttle the pretty lady would no longer be standing up

Ken Perkins Stinson Junior S This photo of a totally restored Stinson

Junior S NC I 0852 SIN 8039 was sent in by ownerrestorer Ken Perkins (EAA 302126) of North Hampton NH Ken reshyports the first flight took place on July 11 1997 following a seven year restoration effort that totaled 60305 hours The 215 hp Lycoming R-680 engine was rebuilt by J P Hackenburg of Montoursville PA This particular Stinson was operated by American Airways until 1934 so it is painted in their colors Ken reports the old girl flies very nicely and he is looking forward to some good times with it as he flew for United Airlines for 34 years There are 13 Stinson Junior S models reshymaining on the U S register

VINTAGE AIRPLANE 25

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bull bull bull bull bullbull bull bull bull bull bullbullbull FAX 920-426-6761 (800 AM - 700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions

(Ant iqueClass ic lAC Warbi rdsl National Associa tion of Flight Instructors (NAFI)

bull Address changes bull Merchandise sales bull Gi ft memberships

Programs and Activities Aircraft (General Questions) 920-426-4821 Auto Fuel STCs 920-426-4843 Build restore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Educa tion 920-426-681 5

bull EAA Ai r Academy bull EAA Scholarships bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522 Flight Instructor information 920-426-6801 Flying Start Program bull bull bull bullbullbull bull bull bull 920-426-4876 Library ServicesResearch 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831

Benefits Ai rcraft Financing (NAFCO) 800-999-4515 AVEMCO 800-638-8440 AUA 800-727-3823

Editorial Submitting article photo advertising information 920-426-4825 bull bull bull bull bull bull bull FAX 920-426-4828

EAAAviation Foundation Arti fact Donations 920-426-4877 Financial Support 800-236- 1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyat ion Inc is $40 for one year inc luding 12 issues of SPORT AVIATION Family membershyship is avai lable for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major cred it cards accepted for membership (Add $16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may join the Ant ique Classic Divis ion and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EM Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EM members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EM Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is avai lable for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of Arnerica Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AEROBATICS magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may rece ive EAA EXPERIMENTER magazine fo r an addit ional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year SPORT AVIATION magazine not inciuded)(Add $8 for Foreign Postage

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add requi red Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Monocoupe - Continuedfinm page14shy

Adams was a party to one of the last delivery flights of a Monocoupe 90AF The airplane NC38922 was bound for a CPT school at Lima Ohio but the pilot had made a side trip to visit a girlfriend and blew a tire landing on a farm to get his bearings Adams was dispatched with a spare and finished the trip as copilot thereby logging his first XC dual

Dick shared a humorous anecdote about Claire Bunch Monocoupes president and general manager was alshyways impeccably groomed He would step out of his airplane in style lookshying relaxed and unruffled reinforcing the impression he sought to create that personalized air transportation was the only way to travel On one occasion however Bunch thumped his demonshystrator down at ORL and heaved himself from the cockpit looking exshyhausted and thoroughly disheveled

Bunch had departed ORL less than an hour earlier and had disappeared into the blackness of a developing thunderhead In his haste probably to meet a prospect he elected not to skirt the storm but set a more or less direct course to his destination It proved to be an injudicious decision because the Monocoupe was sucked into the vortex Tossing and turning it tumbled upshyward some 10000 feet before being ejected out the top It was a marvelous testament to the airplanes structural integrity but all together too stressful for anyone to want to repeat

Roy Garbarine retired from TRW and living in California recalled being a young UMPCo engineer detailed to the Monocoupe 90AF project from the parent companys Bristol Virginia headquarters He too aspired to aviashytor status and this led to his hitching a ride down to ORL in 1941 with a pilot from Monocoupes New York sales ofshyfice The pilot happened to be a woman whose erratic style of aerial navigation and quaint methods of locating her poshysition so alarmed young Garbarine that he jumped ship at Atlanta and hitchshyhiked on down to Orlando

Jack Kinker the only elder in attenshydance whose tenure spanned the St Louis and Orlando era didnt have far to travel because he lives in St Charles Missouri Jack ran the fabric

26 JANUARY 1998

and finish department and holds the distinction of having painted the last 99 Monocoupes built before the exigenshycies ofWW II terminated production

Creve Coeur had an international flavor this year Miro and Ushie Rieser came from Germany Dave Welch from England and Ralph Howling from Canada Dave owns a Luscombe and flies for an airline Hes been delving into the service history of the L-7 A and has uncovered some astonishing facts Ralph owns the one and only Monocoupe 90AF-100 formerly NC55708 and a Monocoupe built Dart G NC 18066 once the property of Amelia Earharts stepson David Putshynam Its the Dart flown acrobatically by Leonard Peterson at Cleveland and Miami in 1938

Miro Rieser wont be eligible for his Monocoupe Elder lapel pin until well into the next century say 2020 Hes only thirty-something and reshyminds us of a mischievous schoolboy As an adolescent he was probably a Teutonic version of Tom Sawyer He was smi ling broadly as he leaped from one Monocoupe into the next and must have flown them all Rieser flies for Lufthansa - says he got in through the back door via sailplanes (soloed age 15) and assorted Cessnas instead of the Lufthansa school He got his power rating CPL and early seasoning as a charter pilot in the US Miro is an all around good fellow and one you cant help but like

The Riesers own the only active Monocoupe in Europe a 90A forn1erly NC 19432 which they fetched out of England [t retains the British registrashytion G-AFEL Ushies his kindergarten sweetheart and copilot They got the Monocoupe about eight years ago for better or for worse and intend to make the relationship more or less lifelong like Jim Harvey and Snappy Has anyone owned and flown the same Monocoupe longer than Jim

Miro has learned the hard way that there is nothing like a Monocoupe to teach an aviator humility G-AFEL broke a leg off and crunched a wing at Cologne early on The only consolation was the knowledge that Charles Lindshybergh had somewhat the same experience in his 0-145 on its shakeshydown outing

The Monocoupe 110 specialists were well represented as usual by Johnny McCulloch and Bill Symmes Bud Oake seemed to spend most of his time between sunup and sunset Mullishycouping new initiates such as Ted Patecell who had never flown a clip wing before As most readers know by now the Mullicoupe is Jim Younkins interpretation of what the progeny of Mr Mulligan and a Monocoupe would be if airplanes had the power of procreation

John McCulloch was having a grand old time until his Warner swallowed a valve over Creve Coeur Close inspecshyti on revea led woni some bits 0 f aluminum in the oil A specialist was summoned and the Warner was trunshydled off to Forest Lovelys clinic So what does a grounded clip wing Monoshycoupist do to stay in shape Hey John Get yourself a unicycle and a high wire and take up juggling Just dont try it with firebrands without a fire extinguisher handy

Bill Symmes never seems to have a bad day clip winging here and there Everybody says its on account of his clean livin and constant prayer It was disappointing not being able to rap with Jim Younkin and Red Lerille who were said to be under the weather

Likewise Ted Oilses absence and that of some other Monocoupists was noted with regret The writer has long wanted to collect a ride in Teds Monoshycoupe 90A which has a good Lindbergh story to go with it Sorry youll have to read about it in Other Flights of Charles Lindbergh

The last item on the agenda was to see Lindberghs 0-145 NC211 which had eluded me all these years [ts been aloft in the terminal at STL since its reshyfurbishment by Jim Harvey et al Theres something compelling about Lindbergh airplanes at least to me and this ones no different After takshying pictures from all angles I took a seat in the gallery and became lost in contemplation The reverie was broken by the PA and the sudden realization that it was half past boarding time

Bob Coolbaugh deserves a big hand for all the effort he put into the event AI Stix likewise Barbecues like the Stixes host cant be improved upon

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bull bull bull bull bullbull bull bull bull bull bullbullbull FAX 920-426-6761 (800 AM - 700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions

(Ant iqueClass ic lAC Warbi rdsl National Associa tion of Flight Instructors (NAFI)

bull Address changes bull Merchandise sales bull Gi ft memberships

Programs and Activities Aircraft (General Questions) 920-426-4821 Auto Fuel STCs 920-426-4843 Build restore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Educa tion 920-426-681 5

bull EAA Ai r Academy bull EAA Scholarships bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522 Flight Instructor information 920-426-6801 Flying Start Program bull bull bull bullbullbull bull bull bull 920-426-4876 Library ServicesResearch 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831

Benefits Ai rcraft Financing (NAFCO) 800-999-4515 AVEMCO 800-638-8440 AUA 800-727-3823

Editorial Submitting article photo advertising information 920-426-4825 bull bull bull bull bull bull bull FAX 920-426-4828

EAAAviation Foundation Arti fact Donations 920-426-4877 Financial Support 800-236- 1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyat ion Inc is $40 for one year inc luding 12 issues of SPORT AVIATION Family membershyship is avai lable for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major cred it cards accepted for membership (Add $16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may join the Ant ique Classic Divis ion and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EM Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EM members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EM Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is avai lable for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of Arnerica Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AEROBATICS magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may rece ive EAA EXPERIMENTER magazine fo r an addit ional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year SPORT AVIATION magazine not inciuded)(Add $8 for Foreign Postage

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add requi red Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

continued from page 17 Cub and Phil Michmershyhuizen of Holland MI another prewar Cub man who had a lot to add to the information need to finish the J-2 Gene Briener of Harrisburg P A a retired FAA man was also helpful and was tickled to see the original logbooks kept by Bob for so many years were part of the airplanes documentation

But it was the Stewart family working as a team that made it come together The elder Stewart was asshysisted by his sons Mark and Robert Jr and Marks daughter April in getting the airframe ready for covshy

April Stewart (left) will be the latest member of the family to fly the family Cub With her at EAA Oshkosh 97 are (from left to right) her uncle Robert Stewart Jr her father Mark and her grandfather Bob Stewart

were the wings Unfortunately they had been stored standing on the leadshying edges resting on damp ground The aluminum leading edges and wing ribs held out as long as possible but corrosion can be a tenacious foe and when the battle was over all the leadshying edges had to be replaced That was relatively easy The tough part was either repairing or replacing the J-2 ribs Often a set of J-2 wings are repaired by replacing the entire set of ribs with those from a J-3 but that opshytion was not acceptable to Bob or his sons With some scrounging and trading a complete set of ribs was built up with some repaired and others replaced A new set of spars were also used since the originals had obtained a deshycided bow to them at some point during the storage period

Having an active Type Club cershytainly helped the restoration of the J-2 The Cub Club was able to fill in many details A set of drawings was obtained so that many parts could be rebuilt as originally produced in 1936 when the Cub was built A new set of seats was constructed out of 114 plywood inshycluding the mounting of the magneto switch on the seat base behind the front seat

As is true in so many restorations the people you meet and those you alshyready know often are key to getting

your restoration done and this J-2 was no exception

Earl Witte of Paducah KY recovshyered the J-2 with Ceconite finished the fabric with Randolph dope products and assembled the airplane Dick and Jeannie Hill of Harvard IL who own and fly an E-2 Cub were a great source of information as well as Ed Kastner a specialist in prewar Cubs from Elmira NY Dr Jim Hays of Brownwood TX was also a big help when it came to information- he owns a J-2 just a few serial numbers away from the Stewarts

ering Bob Jr who lives not too far from his dad was able to put in a lot of

the work on the fuselage and wings April has already been flying and soloshying gliders and this coming summer the J-2 will be hers to learn the ways of powered flight Its funny how famshyily ties can go back far even in aviation Back in 1939 when the Stewshyart brothers hadnt yet soloed Aprils other grandfather her moms dad Ralph Avery flew Bob and Don back and forth to the airport for their lessons in this same J-2

What do you think the odds are this airplane will remain in the family for a long time

A young man before the War Bob Stewart Sr poses in 1929 with his new J-2 Cub purchased in partshynership with his brother Don

VINTAGE AIRPLANE 27

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bull bull bull bull bullbull bull bull bull bull bullbullbull FAX 920-426-6761 (800 AM - 700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions

(Ant iqueClass ic lAC Warbi rdsl National Associa tion of Flight Instructors (NAFI)

bull Address changes bull Merchandise sales bull Gi ft memberships

Programs and Activities Aircraft (General Questions) 920-426-4821 Auto Fuel STCs 920-426-4843 Build restore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Educa tion 920-426-681 5

bull EAA Ai r Academy bull EAA Scholarships bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522 Flight Instructor information 920-426-6801 Flying Start Program bull bull bull bullbullbull bull bull bull 920-426-4876 Library ServicesResearch 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831

Benefits Ai rcraft Financing (NAFCO) 800-999-4515 AVEMCO 800-638-8440 AUA 800-727-3823

Editorial Submitting article photo advertising information 920-426-4825 bull bull bull bull bull bull bull FAX 920-426-4828

EAAAviation Foundation Arti fact Donations 920-426-4877 Financial Support 800-236- 1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyat ion Inc is $40 for one year inc luding 12 issues of SPORT AVIATION Family membershyship is avai lable for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major cred it cards accepted for membership (Add $16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may join the Ant ique Classic Divis ion and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EM Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EM members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EM Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is avai lable for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of Arnerica Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AEROBATICS magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may rece ive EAA EXPERIMENTER magazine fo r an addit ional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year SPORT AVIATION magazine not inciuded)(Add $8 for Foreign Postage

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add requi red Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

te~Plane rN

by HG Frautschy

October Mystery Plane

The October Mystery Plane remains exactly that with only one letter coming in to EAA HQ Bert Reime ofSt Louis MO seems pretty sure it is not as it appears

1 am addressing the photo on the leji hand upper corner ofMystery Plane on page 8 ofyour October issue In defershyence to the submitter ofthis photo 1 believe it is a compilation oftwo photos because the structures of the hangars any any other buildings do not correspond to hangars and out buildings ofthe era ofthe plane As for the aeroplane shown 1 have researched my library namely Airplanes of the World 1490-1976 illustrations by Douglas Rolfe and Fifty Years ofFlight by American Heritage plus other publishycations on the subject None of them illustrates the configuration ofthe Mystery Plane shown in your magazine Therefore I think the top halfofthe picture showing the airplane in flight though not necesshysarily so and the bottom half of the picture showing the buildings is a clever

This little snapshot (below) came to us from Ed Beegles of Evans CO Another product of the air minded Midwest it wasnt built in any quantity but had a number of novel features

Answers need to be at EAA HQ no later than February 20 1997 for inclusion in the April issue of Vintage Airplane

We really appreciate the notes and letshyters a number of you have sent regardshying this feature one of the favorites of most of our readers It truly is your column and Im a happy to use one of your subjects as a Mystery Plane If

youd like to send one in please send in the original (well send it back) or a good copy print Photocopies really dont work well so avoid sending them if at all possible Send them to the address shown on this page

photographic construction Also old silver plate cameras probably could not have captured the movements ofthe propeller(s

Sorry but I think you have been had on this one But 1 could be wrong 1 need proof

Yours Truly Bert Reime

28 JANUARY 1998

I dont happen to agree with Bert reshygarding the age of the buildings- to many of us here at Headquarters they appear to be perfectly normal for the 1908 - 1915 time frame It was tough to read on the front of the hangars in the photo we pubshylished in October but they read STUDENSA Y on the left hanger and MOLOVAS-DAVIS on the right Given the low rpm the engines of that day turned (the early Wright chain driven props of their early biplanes turned 450 rpm and direct drive propeller rpms of 1000 were not unheard ot) I think it is entirely possishyble for a slow photo emulsion to register the propeller image as slightly blurred On the other hand the airplane does not appear in either the 1909 or 1913 editions of Janes All The Worlds Aircraft so we really have no idea where the photo was taken or what it might have been If anyshyone has any further ideas on this subject were open to hearing from you

Send your Mystery Plane correspondence to Vintage Mystery Plane EAA PD Box 3086 Oshkosh WI 54903-3086

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bull bull bull bull bullbull bull bull bull bull bullbullbull FAX 920-426-6761 (800 AM - 700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions

(Ant iqueClass ic lAC Warbi rdsl National Associa tion of Flight Instructors (NAFI)

bull Address changes bull Merchandise sales bull Gi ft memberships

Programs and Activities Aircraft (General Questions) 920-426-4821 Auto Fuel STCs 920-426-4843 Build restore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Educa tion 920-426-681 5

bull EAA Ai r Academy bull EAA Scholarships bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522 Flight Instructor information 920-426-6801 Flying Start Program bull bull bull bullbullbull bull bull bull 920-426-4876 Library ServicesResearch 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831

Benefits Ai rcraft Financing (NAFCO) 800-999-4515 AVEMCO 800-638-8440 AUA 800-727-3823

Editorial Submitting article photo advertising information 920-426-4825 bull bull bull bull bull bull bull FAX 920-426-4828

EAAAviation Foundation Arti fact Donations 920-426-4877 Financial Support 800-236- 1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyat ion Inc is $40 for one year inc luding 12 issues of SPORT AVIATION Family membershyship is avai lable for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major cred it cards accepted for membership (Add $16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may join the Ant ique Classic Divis ion and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EM Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EM members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EM Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is avai lable for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of Arnerica Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AEROBATICS magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may rece ive EAA EXPERIMENTER magazine fo r an addit ional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year SPORT AVIATION magazine not inciuded)(Add $8 for Foreign Postage

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add requi red Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Neal Anders Goshen NY

Archie N Anderson Seahurst WA

John J Anthony St James NY

Luther Baggarley Roberta GA

Frank E Beeler Jr Corryton TN

L L Bingham Cambridge MA

Larry Boyd Wellton AZ

William V Chapin Fayetteville GA

Stephen Coonts Arbovale WV

Charles Copeland Topeka KS

Gary D Craddock Flagstaff AZ

John Crocker Statesville NC

Robet1 Deaton Susanville CA

Scott S Dickinson Haiku HI

Dale R Dolby Ft Wayne IN

David L Fliehr Grants Pass OR

Michael A Geurink Elkhart IN

Gary W Gifford Lighthouse Point FL

Wilbur C Graff Wadsworth OH

Richard W Groff Cordova AK

Sergio Gutierrez Pico Rivera CA

John F Harrison Wilmington DE

Bob Hatcher Lewisville NC

Charles H Henry Tulsa OK

Larry E Howard Greenacres W A

Donald L Huggins Pamplico SC

Stefan Kurant New York NY

RobertA Lebewol SouthboroMA

Caroline Lindgren Raleigh NC

Allan W Lund Hayward WI

Cherie McClung Alexandria VA

Michael 1 Merlo Chicago IL

Michael Nowling Clayton IN

C R ODell Houston TX

Melvin M Pamment Marcellus MI

John S Penn Lanoka Harbor NJ

Robert C Peterson Youngstown NY

Jon Proctor Marsden Saskatchewan Canada

Al Przyewara Lithonia GA

Thomas E Quibell Millgrove Ontario Canada

Kris Reynolds St Albert Alberta Canada

Howard A Richmond II Dallas TX

Donald B Sampson Wmterhaven FL

Reid Scudder San Jose NM

Curis W Settle Jr Winston-Salem NC

Paul Sheehan Audubon P A

Ed Shores Corpus Christi TX

Janelle Slivinske Nantucket MA

Dave Stump Richmond V A

Dave Swenston Kelseyville CA

Kazuo Takei Tokyo Japan

George A Thompson Senoia GA

Peter Torraca New York NY

Michael W Trudnay S Windham CT

Arthur Waszak Plantation FL

David Wilkie Huntsville AL

Jay Wilkins Yuma AZ

Wanda J Zuege Custer WI

VINTAGE AIRPLANE 29

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bull bull bull bull bullbull bull bull bull bull bullbullbull FAX 920-426-6761 (800 AM - 700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions

(Ant iqueClass ic lAC Warbi rdsl National Associa tion of Flight Instructors (NAFI)

bull Address changes bull Merchandise sales bull Gi ft memberships

Programs and Activities Aircraft (General Questions) 920-426-4821 Auto Fuel STCs 920-426-4843 Build restore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Educa tion 920-426-681 5

bull EAA Ai r Academy bull EAA Scholarships bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522 Flight Instructor information 920-426-6801 Flying Start Program bull bull bull bullbullbull bull bull bull 920-426-4876 Library ServicesResearch 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831

Benefits Ai rcraft Financing (NAFCO) 800-999-4515 AVEMCO 800-638-8440 AUA 800-727-3823

Editorial Submitting article photo advertising information 920-426-4825 bull bull bull bull bull bull bull FAX 920-426-4828

EAAAviation Foundation Arti fact Donations 920-426-4877 Financial Support 800-236- 1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyat ion Inc is $40 for one year inc luding 12 issues of SPORT AVIATION Family membershyship is avai lable for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major cred it cards accepted for membership (Add $16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may join the Ant ique Classic Divis ion and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EM Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EM members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EM Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is avai lable for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of Arnerica Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AEROBATICS magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may rece ive EAA EXPERIMENTER magazine fo r an addit ional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year SPORT AVIATION magazine not inciuded)(Add $8 for Foreign Postage

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add requi red Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

Membershi~ Services Directo~ Enjoy the many benefits ofBAA and the

BAA AntiqueClassic Division

EAAAviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

Web Site httpeaaorg and httpwwwflyinorg E-Mail Vintage eaaorg

EAA and Division Membership Services 800-843-3612 bull bull bull bull bullbull bull bull bull bull bullbullbull FAX 920-426-6761 (800 AM - 700 PM Monday-Friday CST) bull Newrenew memberships EAA Divisions

(Ant iqueClass ic lAC Warbi rdsl National Associa tion of Flight Instructors (NAFI)

bull Address changes bull Merchandise sales bull Gi ft memberships

Programs and Activities Aircraft (General Questions) 920-426-4821 Auto Fuel STCs 920-426-4843 Build restore information 920-426-4821 Chapters locatingorganizing 920-426-4876 Educa tion 920-426-681 5

bull EAA Ai r Academy bull EAA Scholarships bull EAA Young Eagles Camps

Flight Advisors information 920-426-6522 Flight Instructor information 920-426-6801 Flying Start Program bull bull bull bullbullbull bull bull bull 920-426-4876 Library ServicesResearch 920-426-4848 Medical Questions 920-426-4821 Technical Counselors 920-426-4821 Young Eagles 920-426-4831

Benefits Ai rcraft Financing (NAFCO) 800-999-4515 AVEMCO 800-638-8440 AUA 800-727-3823

Editorial Submitting article photo advertising information 920-426-4825 bull bull bull bull bull bull bull FAX 920-426-4828

EAAAviation Foundation Arti fact Donations 920-426-4877 Financial Support 800-236- 1025

MEMBERSHIP INFORMATION EAA

Membership in the Experimental Aircraft Associshyat ion Inc is $40 for one year inc luding 12 issues of SPORT AVIATION Family membershyship is avai lable for an additional $10 annually Junior Membership (under 19 years of age) is available at $23 annually All major cred it cards accepted for membership (Add $16 for Foreign Postage)

ANTIQUECLASSIC Current EAA members may join the Ant ique Classic Divis ion and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EM Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included) (Add $7 for Foreign Postage)

lAC Current EM members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $40 per year EM Membership SPORT AEROBATICS magashyzine and one year membership in the lAC

Division is avai lable for $50 per year (SPORT AVIATION magazine not included) (Add $10 for Foreign Postage)

WARBIRDS Current EAA members may join the EAA Warshybirds of Arnerica Division and receive WARBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AEROBATICS magazine not included) (Add $7 for Foreign Postage)

EAA EXPERIMENTER Current EAA members may rece ive EAA EXPERIMENTER magazine fo r an addit ional $18 per year EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year SPORT AVIATION magazine not inciuded)(Add $8 for Foreign Postage

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars Add requi red Foreign Postage amount for each membership

Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Fly-In Calendar The following list ofcoming events is jitrshyn ish ed to o ur r ead ers as a ma tter of information on ly and does not cons ti tute approval sponsorship involvement control or direction ofany even t (fly -in seminars fly mar ke t e tc) listed Please send the information to EAA A ll Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Info rshymation should be rece ived f o ur months prior to th e event date

JANUARY I6-I7- SEBRING FL -EAA SportA ir Workshop 800967-5746

FEBRUARY 6-S- MfNNEAPOLIS MN- MN Sport Aviation ConferenceFlight Expo 61 2296-9853

FE BRUARY 6-S - NEW ZEALAN D- Sport Aviation expo Matamata AiJjield 092669221

FEBRUARY 7-S - GRIFFIN GA- EAA SportAir Workshop 800967-5746

FEBRUAR Y 2J -22 - PU Y A L LU P WA - 15th Annual Aviation Co nf erenceTrade Show 253588-6098

FEBRUARY 2J-22 - CHI NO CA- EAA SportAir Workshop 800967-5746

FEBRUARY 21-22- RJVERSIDE CA- EAA Chapter I Open HouseFly-In 909686- 131 8

FEBRUARY 2S-26- EDWARDSVILLE IL - 24th Annual Aviation MaintenanceExhibit Seminar 618536-337I

FEBRUARY 26-2S - BILLfNGS MT - Montana Avishyation Conference - Holiday Inn Workshops seminars nationally recognized speakers trade show Info Montana Aeronautics Division PO Box 5178 Helena MY 59604 Phone 406444-2506

M ARCH 6-8- CASA GRANDE AZ- Casa Grande Airport 40th Annual Cactus Fly-In Arizona AAA Contact John Engle 602891-6012 (days on(y)

MA RCH 21-22 - DENTON TX- EAA Sport Air Workshop 800967-5746

APRIL 4-S- MINNEAPOLlS MN - EAA SportAir Workshop 800967-5746

APRIL 19-2S- LAKELAND FL - 24th Annual Sun n Fun EAA Fly-In and Convelllion 9411644-2431

MAY 1-3 - CLEVELAND OH - 14th Annual Air Racing HistOlY Symposium 216255-8100

M AY 3- DAYTON OH- Moraine Air Park EAA Chapter 48 35th annual Fly-In breakfast Lots of antiques on thefieldflea market awards disshyplays 937878-9832

JUNE 12-1 4- MATTOON IL- Coles County Memoshyrial Aiport (MTO) Luscombe Fly-In For infor call 217I234-7120

JUNE 20-2 1- RUTL AND VT - Rutland State Airshyport EAA Chapter 968 Taildragger Rendezvous pancake breakfast on Fathers Day weekend For info call Tom Lloyd 802492-3647

July 29-A ugust 4- 0SHKOSH W I-46th Anllllal EAA F ly-In lind Sport Aviatioll Con ventioll Wittmllll Regional Airport COIIIIICI Johll Bllrshy1011 EAA PO Box 3086 Oshkosh WI 54903-3086 920426-4800

30 JANUARY 1998

bull AVIATION INSURANCE bull

All aviation insurance policies are not created equal

Call AVEMCO about Direct Approachreg 2000 the nelV standard in aircraft insurance reg

US and Canada call

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~

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INSURANCE COMPANY

VINTAGE TRADER Something to buy

sell or trade

An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 50cent per word $800 minimum charge Send your ad and payment to Vin tage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 orax your ad and your credit card number to 920426-4828 Ads must be received by the 20th o[the monthor insertion in the issue the second monthollowing (eg October 20thor the December issue)

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FREE CATALOG- Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

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THE NEW CITATION HVlP COMBO SYSTEM

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If you happened to stop by the AntiqueClassic Builders Workshop at the convention you probably saw our new respiratorpaint sprayer system at work Many of you stopped by the Fastech booth to get a closer look at this unique system

Because of the tremendous

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If you didnt get a chance to see it the CITATION system combines a fresh air respirator and HVLP paint sprayer in one cabinet to offer the utmost in safety convenience and spraying technology at a very competitive price

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32 JANUARY 1998

Robert T Dickson

Charotte NC

Member FAA since 1972 Warbird and

Antique Classic Division

Started flying in 1960 and received instrushyment rating in 1974

First Airplane 1946 Piper PA-12

Super Cruiser

AUAis

approved

To become an

EAA Antique amp

Classic Division

Member call

800-843middot3612

Robert Dicksons Temco T-35 Buckaroo and Piper Super Cub PA- lB- J50

lAUA has been my familys insurer for sevshy

eral years It is nice to know that not only

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rates but they are great caring people

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- Robert Dickson

The best is affordable

Give AUA a call- its FREE

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Remember Were Better Togetherl

AVATION UNUMTED AGENCY