STRAIGHT amp LEVEL

by Espie Butch Joyce

Hopefully most of you will have this July issue of Vintage Airplane in hand before you depart for the Oshkosh Conshyvention this middotyear There have been some improvements to your area this year to better serve you while at the convention The AntiqueClassic Head shyquarters (known to all as The Red Barn) has been enlarged so that we can display more AC merchandise The Type Club tent will be placed on an asphalt pad this year We have had at least 21 clubs ask for space this year This area continues to grow in popularity I think that it is important to point out that this tent is provided to these clubs free of charge by the AntishyqueClassic Division Stop by and talk to the folks at the sign of your favorite airplane You may just find out someshything you didnt know before

EAA Oshkosh 91 promises to be as busy and exciting as ever so we need volunteers on an ever increasing basis Please consider donating a few hours of your time to help out the convention operation To volunteer stop by our manpower booth located in the shade of the tree on the corner right in front of the Red Barn

Heres a list for you of the various Activities Chairmen

2JULY 1991

1 Butch Joyce AC Convention Management 919427-0216

2 John Berendt ACForums 507263-2414

3 Art Morgan AC Parking 414442-3631

4 Dale Gustafson Antique A wards 317293-4430

5 George York Classic A wards 419529-4378

6 Gloria Beecroft AC Manpower 213427-1880

7 Steve Nesse Parade of Flight 507373-1674

8 Kate Morgan AC Headquarters Staff 414442-3631

9 Geoff Robison AC Security 219493-4724

10Larry DAtillo AC Press 414784-0318

11 Stan Gomoll AC Maintenance 612784-1172

12 Charlie Harris Interview Circle 918742-7311

13 Joe and Julie Dickey Type Club Headquarters 812342-6878

14 Jeannie Hill AC Picnic 815943-7205

15 Bob Lumley AC Fly-Out 414782-2633

16 Dean Richardson Hall of Fame Reunion 608297-8801

17 John Copeland Participant Plaque 617366-7245

18 Bob Brauer Chapter Booth 312779-2105

19 Jack McCarthy AC Photo Contest 317371-1290

20 George Meade AC Workshop 414926-2428

21 Buck Hilbert AC Flight Safety 815923-4591

22 Jeannie Hill Pioneer Video 815943-7205

23 Bob Wallace OX-5 Pioneers 301686-9242

24 Thomas Auger Data Process 715287 -4262

25 Phyllis Brauer AC Aerogram 312779-2105

As you can see just by th e Chairmens List there will be quite a lot of activity during the week of Conven shytion If you have something or a tidbit of information that could be of benefit to any of these Chainnen you might want to contact them directly or you can track them down by inquiring at the Red Barn

During EAA Oshkosh there will be many AntiqueClassic special events including the AC Picnic which will be held on Sunday night of the Convention The AC Parade of Flight will take place on Monday of the Convention The AC Fly-Out is scheduled for Tuesday mornshying

We will have a representative from Aviation Underwriting Agency the people who administer the Anti shyqueClassic insurance program at the Red Barn Friday through Tuesday from 2 PM until 5 PM Theyll answer any questions you may have concerning your aviation insurance needs The proshygram is moving along very well and has reduced the cost of flying to a number of our members

I could go on and on but as you can see we will have a fun filled week Remember we are better together Lets all pull in the same direction for the good of aviation Join us and have it all

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Molt

EDITOR Henry G Frautschy

MANAGING EDITOR Golda Cox

ART DIRECTOR Mike Drucks

ADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen Dick Covin

FEATURE WRITERS George A Hardie Jr Dennis Parks

EDITORIAL ASSISTANT Isabelle Wiske

STAFF PHOTOGRAPHERS Jim Koepnick Carl Schuppel

Mike Steineke

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS President Vice-President

Espie Butch Joyce Arhur R Morgan 604 Highway St 3744 North 51 st Blvd

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

Secretary Treasurer George S York EE Buck Hilber

181 Sloboda Ave PO Box 424 Mansfield OH 44906 UnionIL60180

419529-4378 815923-4591

DIRECTORS John Berendt Rober C Bob Brauer

7645 Echo Point Rd 9345 S Hoyne Cannon Falls MN 55009 Chicago IL 60620

507263-2414 312779-2105

Gene Chose John S Copeland 2159 Carlton Rd 9 Joanne Drive

Oshkosh WI 54904 Westborough MA 01581 414231-5002 508366-7245

Philip Coulson George Daubner 28415 Springbrook Dr 2448 Lough Lane

Lawton MI 49065 Hartford WI 53027 616624-6490 414673-5885

Charles Harris Stan Gomoll 3933 South Pearia 104290th Lane NE PO Box 904038 Minneapolis MN 55434 Tulsa OK 74105 6121784-1172 918742-7311

Dole A Gustafson Jeannie Hill 7724 Shady Hill Drive PO Box 328

Indianapolis IN 46278 Harvard IL 60033 317293-4430 815943-7205

Rober Lickteig Rober D Bob Lumley 1708 Bay Oaks Drive 1265 South 124th St

Albert Lea MN 56007 Brookfield WI 53005 507373-2922 414782-2633

Gene Morris steven C Nesse 115C Steve Court RR2 2009 Highland Ave

Roanoke TX 76262 Albert Lea MN 56007 817491-9110 507373-1674

SH Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

414771-1545

DIRECTOR EMERITUS SJ Wiltman

7200 SE 85th Lane Ocala FL 32672

904245-7768

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

Roberts WI 54023 Winters CA 95694-1665 715425-2455 916795-4334

Dean Richardson Geoff Robison 6701 Colony Drive 1521 E MacGregor Dr Madison WI53717 New Haven IN 46774

608833-1291 219493-4724

July 1991 bull Vol 19 No7

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

Contents

2 Straight amp Level by Espie Butch Joyce

4 Aeromail

5 AC Newscompiled by HG Frautschy

8 Vintage Literatureby Dennis Parks

12 Dwain Pittengers Cessna UC-78 by Norm Petersen

14 Pioneer Airport - The Meyers OTW by Norm Petersen

17 Pioneer Airport Opening Weekend by Norm Petersen

19 What Our Members Are Restoring by Norm Petersen

21 The Hendersons And Their Piper L-4 by HG Frautschy

25 Pass It To Buckby EE Buck Hilbert

26 Installing Shoulder Harnesses In Your Airplaneby Charlie Lasher

29 Vintage Trader

32 Calendar

33 Mystery Planeby George Hardie

Front CoverUp in the clear cold (Honest) atmosphere over central Florida Dave Henderson (in the rear seat) flies his wife Paulas Sun N Fun 91 Reserve Grand Champion Antique Piper L-4 Photo by Jim Koepnick shot with Canon EOS-1 with 80-200 lens 1500th sec at F56 using Kodachrome 64 Photo plane flown by Bruce Moore

Back Cover1 think its over there Paul Borrows won a Merit Ribbon in the Sport Aviation Art Contest for his painting of a Ford Trimotor working its way down to the city below through a cloud deck Its done with oil on canvas Paul hails from Mount Holly New Jersey

Page 8

Page 17

The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC EM INTERNATIONAL CONVENTION EMANTIQUEjCLASSIC DIVISION INC INTERNATIONALAEROBATIC CLUB INC WARBIRDSOF AMERICA INC are registered trademarks THE EM SKY SHOPPE and logos 01 the EM AVIATION FOUNDATION INC and EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibned

Edrtorial Policy Readers are enoouraged to submrt stories and photographs Policy opinions expressed in anicles are solely those of the authors Responsibilrty lor accuracy in reponing rests entirely wrth the oontributor Material should be sent to Edrtor The VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903middot3086 Phone 4144264800

The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EM AntiqueClassic Division Inc of the Experimental Aircraft ASSociation Inc and is published monthly at EM Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Seoond Class Postage paid at Oshkosh WI 54901 and addrtional mailing onicesThe membership rate for EM AntiqueiClassic Division Inc is $2000 for current EM members for 12 month period of which $1200 is for the publication olThe VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISINGmiddot AntiqueClassic Division does not guarantee or endorse any product onered through our advenising We invrte oonstructive crrticism and welcome any report of interior merchandise obtained through our advertising so that corrective measures can be taken

POSTMASTER Send address eIlanges to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903middot3086

VINTAGE AIRPLANE 3

GREAT LAKES AMPHmIAN (John Underwood our fellow Antishy

queClassic member and noted aviation historian had this item to correct George Hardie and I on on a historical point sent in by Charley Hayes for the January Mystery Plane -HGF)

Hi George and HG Why do you guys persist in fingering

JS McDonnell (Jr) as the perpetrator of the Great Lakes 4A-1 He had abshysolutely nothing to do with it It was Holden Richardsons project Mc D was busy with the Guggenheim Contest Doodlebug and did not go with Great Lakes until 1931 If you dont believe me just ask his sons lS III or John both high up at McDonnell Douglas Incidentally it was not a 4T The T stood for Trainer A for Amphibian

The unidentified buyer in Wisconshysin was Paul Trier of Mpls and it alshyready had Wright J-6-5s when he got it Believe the original engines were Cirris Hermes of 130 hp or thereabout Steve Wittman may have put one in his racer Better ask SJW where he got the Hershymes It might not have come from the Great Lakes 4A-1 Hermes were very rare this side of the Atlantic

Cheers John Underwood Glendale CA

Thanks for clarifying the designer issue I did indeed ask Steve Wittman about the Cirrus Hermes installed in Chief Oshkosh He recalled that he was told at the time he purchased the engine on the East Coast that the enshygine had come from a Sikorsky airplane In the spring of 1962 the Journal ofthe American Aviation Historical Society (AAHS) published an article on the Sikorsky S-39 So did Paul R Matt in his Historical Aviation Album Volume XIV Sure enough the prototype S-39

had a pair of British Cirrus Hermes Mark 4-cylinder engines of 115 hp Urifortunately it crashed on it s third testflight after it was unable to maintain altitude following an engine failure The S-39 would then be redesigned with a single rudder and a single 300 hp Pratt amp Whitney Wasp Jr powerplant The story that Steve Wittman was told when he bought his Hermes certainly makes sense given these circumstanshyces - HGF bull

The Cirrus Hermes Mark I engine installed in Steve Wittmans Chief Oshkosh (below) came from the only twin-engine version of the Sikorsky S-39 the prototype that lasted only until its third flight when it was unable to maintain level flight after an engine failure

compiled by HG Frautschy

heres how the new hangar at Pioneer Airport looked in late June

PIONEER AIRPORT NEEDS In order to furnish the new Airport

Managers office at Pioneer Airport we are looking for a few items from the 1920s and 1930s If you can help loshycate any of the items below please call Ron Twellman EAA Air Adventure Museum Collections Manager at 414426-3093 Heres what they are looking for

Desk or Wall Phone Wall Clock Calendar Coat Rack (either a peg rack or a tree stand) Stove Wood box or Coal

Bucket Benches Chairs Stools Coke Machine CheckerboardCheckers Wood Table for checkerboard Spitoon File Cabinet (wood or old metal) Workshying record player with Records

Remember these should be from the pre-war period or a good reproduction of a piece from that time Check out those attics and garages - todays clutter may be tomorrows exhibit

Heres a photo of the new building just prior to its completion By the time you read this the structure will be comshy

pleted By EAA Oshkosh aircraft will be moved in and furnishing the Airport Managers office will have begun

SOLAR MS-l RECREATION PROJECT

Back in 1929 the Solar MS-l sesquiplane was designed and built in San Diego California Powered by a Pratt amp Whitney Wasp C-l of 420 hp the plane featured a corrugated aluminum skin and a wingspan of 565 feet The economic events during the

VINTAGE AIRPLANE 5

fall of that year would not allow the MS-l to go into production but one component of the airplane the stamped steel exhaust collector ring would lead to a product line that grew to the current Solar Turbines company During World War II Solar would produce over 300000 exhaust collector rings

In the archives at Solar Turbines Inc a complete set of drawings and specifications exist for the MS-l Inshyspired by this find a group of apshyproximately 50 Solar employees and retirees have joined together to form the Solar MS-l Restoration Club with the goal of building an airworthy MS-l Construction of the replica will take place at the Solar Harbor Drive facility in San Diego For more information contact the Solar MS-1 Restoration Club PO Box 85376 San Diego CA 92186

OSHKOSH W A YPOINT Discount FuelfWing Camping will be

available to EAAers at Watoma Municipal Airport located 35nm west of OSH The airport will be open 24 hours a day from July 25th through Aug 3rd A 10 discount on all fuel oil and merchandise is available to all EAA members For more infOimation call 414787-3030

LEWIS PROPS During the first half of this century a

number of established companies would test the aviation waters One of these was the G B Lewis Company Now nearly 130 years old the company would like to hang one of the thousands of propellers they manufactured in a

6JULY 1991

place of prominence at their headshyquarters in Watertown Wisconsin If anyone has a Lewis propeller that they would be willing to part with contact Jim Patton HRD Manager LEWISystems at 1-800-999-TOTE extension 320

UNIV AIR ANNIVERSARY Just after the war UNIVAIR started

as a small parts manufacturer and have now grown to become the largest manufacturer and supplier of parts for classic and vintage aircraft in the world Parts and supplies for many aircraft as well as the type certificates for the Ershycoupe and Stinson 108 allow U nivair to keep our older aircraft flying This year Univair will celebrate their 45th

anniversary Congratulations to the dedicated folks in Aurora Colorado

AERONCA SEDAN TYPE CERTIFICATE SOLD

Earlier this year Aeronca sold the last post war Type Certificate they held ATC No 802 for the 15AC Sedan Wil shyliam (Brad) Mitchell of Anchorage Alaska has bought the certificate and is interested in hearing from people conshycerning their needs Specifically Brad would like to know what parts Sedan owners are most in need of modificashytions of the airplane interest in purchasshying new aircraft or any other suggestions they may have Brad and his company are still examining the best course of action to pursue You can send your suggestions to Brad Mitchell PO Box 111510 Anchorage AK 99511-1510

DON LUSCOMBES NIECE VISITS EAA HQ

Cris Luscombe Kapitan the niece of Don Luscombe visited the EAA Air Adventure Museum recently and was given a guided tour of the museum and Pioneer Airport by EAA Ford Trimotor Captain Dick Hill and AntiqueClassic director Jeannie Hill Mrs Kapitan was visiting her son who lives in Milshywaukee and was urged to visit the museum In a note to Dick and Jeannie after her visit she wrote her visit brought back a wealth of memories about my uncle Don Luscombe and my early childhood

Don Luscombes niece Mrs Cris Luscombe-Kapitan visits with one of her uncles aircraft the Luscombe Phantom on display in the EAA Air Adventure Museum

- A~R-IJs-RJh_~ M~O m 0 bullbullbullbulllff

__0__ ~_ ANTIQUE CLASSIC CONVENTION NEWS

IT WONT RAIN ON OUR PARADE A HAPPENING FAMILY REUNION

The AIC Parade of Flighl starn lOday at 400 middotWe regara OshkOSll as a happenong and a gt m and rt won I rain on our parade middotWeII also family reunoon said Gloria Beecroft AIC marc nave fair winds and good wealhefmiddot predicled power chairman

Phil Coulson chairman of the evenl Gloria explained that the marl-pawer commrtmiddot

ApprOXimately SOplOnes will lake part in the ttyshy tee supplies all of the volunleers tor lhe Might line

oyslartlngwrth Vem Dollmanlna 1911 era Lincoln whch Includes Ihe wrng walkers bike nders ana

Beachy reconstruction Eddie Wagner who CNIf a~ne parkers SecurTly guarcls for the AIC and

and pllols the aNy ftyIng Spartan Cmiddot31s al$O In the Ultralight areas also come from the marl-pawer

lineup along wrth Ed Sweeneys MOOfe Taylor commrttee Gloria and herhusband Paul live in Long BeaCh Aerocoup Ihe only one like rt in the world still

CA and tell everyone they know from Califomla toflYing volunleer for AC Of course anyone wha wontsAircraft after a~craft will continue 10 tty-by in to work is appteciated and Gloria will find a jobchronolQglcal order unlillale 3Os mOdels Then fO any WIlling soul

planes are grouped by family and air speed so Uke many others Gloria and Paul keep coming

lhal Ihey are compartlble In lakeoH and landing back 10 OshkOSh because of the many gooc

Phil Coulson has been an EAA member SIf1Ce friends they hOVe mOde here Several years ago

972 a member of AIC Division since rts Inception they were middotadopfed by a family from Michiganand Parade of RIght Chairman for the past 15 and since then there has been some vISiting bock years and forth with them

The Beecrofts 01$0 hOVe gotten to know Farther JoIY McGIIlvary wha says the masses at the Theoshyler In the WoocLs and they tty him bock 10 Michishygan after the convention

Paul al$O has a job at the convention gIVing out WHArS YOUR TYPE the plaques They are earty aITTVers at the COlshy

The Type Clubs located In the tenl just souIih of vention (a week ahead) not aNy to help whershyever they can but also 10 see lhe many gooclhe AIC Red Bam invtteeveryone Interested in arl shyfriends they hOVe made hereIlque airplanes to visit

Peaple who own antique airplanes can get inshyformahon about parts maintenance aircraft for

THE INltRVlEW CIRCLE THANKSsale and air worthiness requiremenls of the FAA Mosl of lhese clubs al$O hOVe news lefters 10 keep The AIC Division and Chartle Hams would like to

memoers informed about their favome planes lhank the aircraft owners whO so far hOVe genershy

The Clubs at the tent this year are as follows ously shared their accampllShiments and planes

3elionca Aeronca Ercoup lntematlonal WACO wrth us by pomcipartlng In Ihe Interview Circle

ASSOCiation Curtiss Robin Short Wing Piper Club They are Martin Probst of Jacksonville FL 1946

nc Staggerwing Club National BIplane AsIocIQshy Fairchild 24 Warner powered Tom Collier

l ion Luscombe AsIocialion Cub Club (Piper) Jonesboro GA 1929 WACO ATO SIeve Givens

Fairchild Club and Inlematlonal Cessna AsIoclashy 1941 CulverCadet Bill Quinn BuCher JungmelSshy

tlon ler and Jim Rushing 1947 Luscombe BE

When your are looking for Bill Marcy Volunteer this is the man youre looking for

for a $3 00 donation to the AC division This can be done by contacting Bob Brauer at the Chapter Membership and Information booth or writing to him at 9345 S Hoyne Av Chicago IL 60620

EDITOR OFFSIDE I made a couple of errors in the past

two issues that Id like to correct First in last months news the photos

for Dave Bennett and Dave Marcy were swapped and both wound up with new identities The pictures on this page show you how Bill and Dave really look

Second Budd Conyers wrote to point out that the fine restoration of his Aeronca L-3 Defender was acshycomplished by the outstanding crew of Jim Kimball and his gang at Zellwood Florida not Joe Hindall and his people Jim and his gang also restored Bob and

The pioneers of the aircraft industry were a special breed Thank you for honoring them and keeping that spirit alive today in the EAA

EAA OSHKOSH CONVENTION NOTES

Convention goers can keep informed about AC activities and people by readshying AEROGRAMS the daily news sheet issued in the AntiqueClassic area and edited by Phyllis Brauer and Janet Bennett Copies are free and contain no advertising and may be obtained at the Chapter membership and Information booth the Red Barn sales area the Type Club tent the Airline Pilots Tent the OX-5 tent the AC divisions hospitality building and the show plane camping registration building

The AEROGRAM staff will also mail anyone the current weeks issues

The maLOave Bennett Co-Chairman of the AntiqueClassic Membership and Information Booth

Anne Lindleys Great Grand Champion Stinson SR-8E as well as the Best Biplane Stearman PT-17 of Bill Childers Joe Hindall and his crew resshytored the IlBC Aeronca Chief on floats flown by Bob Everts

My apologies to all and thanks to Bob and Phyllis Brauer and Budd Conyers for gently pointing out the errors bull

VINTAGE AIRPLANE 7

VI~TAf3~ LIT~VATUV~ by Uen nis Va-ks~ ~ Lib-a-y A-chives

Ui-ect()shy

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 6)

1934 1933 was not a banner year for air

racing First there was the confusion of three large race meets in one year - two sanctioned ones and one maverick race that resulted in pilots being suspended Few new aircraft appeared and not many records were broken and the only trend in design seemed to be in mountshying higher horsepower engines

The same year the air racing comshymunity suffered two fatalities in comshypetition and two more non-racing accidents After a decade of good press racing was starting to see criticism in the aviation publications In 1933 and 1934 articles with such titles as Air Race Racket July 1933 Air Race Controversy December 1933 Death Stalks the Air Racers March 1934 and Dire Tragedy Attends the Races Ocshytober 1934 appeared in POPULAR AVIATION

GREVE TROPHY A bright spot in 1934 was the anshy

nouncement of the Greve Trophy The trophy was established by Louis Wilshyliam Greve president of the Cleveland Pneumatic Tool Company who in 1929 8JULY1991

lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550 cubic inch Shell Speed Dash and placed second in the Thompson

Gordon Israel who helped design the Howard racers designed and builtthe Redhead powered by a 544 cubic inch Menasco engine It was originally built with an inverted gull wing which was revised to the straight wing root you see here for the 1934 season

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

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In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

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FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved lighted instrument runway on two acres of land which includes four tiedowns and free hangar for two years_ 49 nm from Pease VOR (NY sectional) Centrally located to Boston Manchester NH and Portland ME Easy access to 1-95 207439shy4922 days 207439-4052 evenings Ask for Jack or Jean Hardy (7-4)

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VINTAGE AIRPLANE 31

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Molt

EDITOR Henry G Frautschy

MANAGING EDITOR Golda Cox

ART DIRECTOR Mike Drucks

ADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen Dick Covin

FEATURE WRITERS George A Hardie Jr Dennis Parks

EDITORIAL ASSISTANT Isabelle Wiske

STAFF PHOTOGRAPHERS Jim Koepnick Carl Schuppel

Mike Steineke

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS President Vice-President

Espie Butch Joyce Arhur R Morgan 604 Highway St 3744 North 51 st Blvd

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

Secretary Treasurer George S York EE Buck Hilber

181 Sloboda Ave PO Box 424 Mansfield OH 44906 UnionIL60180

419529-4378 815923-4591

DIRECTORS John Berendt Rober C Bob Brauer

7645 Echo Point Rd 9345 S Hoyne Cannon Falls MN 55009 Chicago IL 60620

507263-2414 312779-2105

Gene Chose John S Copeland 2159 Carlton Rd 9 Joanne Drive

Oshkosh WI 54904 Westborough MA 01581 414231-5002 508366-7245

Philip Coulson George Daubner 28415 Springbrook Dr 2448 Lough Lane

Lawton MI 49065 Hartford WI 53027 616624-6490 414673-5885

Charles Harris Stan Gomoll 3933 South Pearia 104290th Lane NE PO Box 904038 Minneapolis MN 55434 Tulsa OK 74105 6121784-1172 918742-7311

Dole A Gustafson Jeannie Hill 7724 Shady Hill Drive PO Box 328

Indianapolis IN 46278 Harvard IL 60033 317293-4430 815943-7205

Rober Lickteig Rober D Bob Lumley 1708 Bay Oaks Drive 1265 South 124th St

Albert Lea MN 56007 Brookfield WI 53005 507373-2922 414782-2633

Gene Morris steven C Nesse 115C Steve Court RR2 2009 Highland Ave

Roanoke TX 76262 Albert Lea MN 56007 817491-9110 507373-1674

SH Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

414771-1545

DIRECTOR EMERITUS SJ Wiltman

7200 SE 85th Lane Ocala FL 32672

904245-7768

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

Roberts WI 54023 Winters CA 95694-1665 715425-2455 916795-4334

Dean Richardson Geoff Robison 6701 Colony Drive 1521 E MacGregor Dr Madison WI53717 New Haven IN 46774

608833-1291 219493-4724

July 1991 bull Vol 19 No7

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

Contents

2 Straight amp Level by Espie Butch Joyce

4 Aeromail

5 AC Newscompiled by HG Frautschy

8 Vintage Literatureby Dennis Parks

12 Dwain Pittengers Cessna UC-78 by Norm Petersen

14 Pioneer Airport - The Meyers OTW by Norm Petersen

17 Pioneer Airport Opening Weekend by Norm Petersen

19 What Our Members Are Restoring by Norm Petersen

21 The Hendersons And Their Piper L-4 by HG Frautschy

25 Pass It To Buckby EE Buck Hilbert

26 Installing Shoulder Harnesses In Your Airplaneby Charlie Lasher

29 Vintage Trader

32 Calendar

33 Mystery Planeby George Hardie

Front CoverUp in the clear cold (Honest) atmosphere over central Florida Dave Henderson (in the rear seat) flies his wife Paulas Sun N Fun 91 Reserve Grand Champion Antique Piper L-4 Photo by Jim Koepnick shot with Canon EOS-1 with 80-200 lens 1500th sec at F56 using Kodachrome 64 Photo plane flown by Bruce Moore

Back Cover1 think its over there Paul Borrows won a Merit Ribbon in the Sport Aviation Art Contest for his painting of a Ford Trimotor working its way down to the city below through a cloud deck Its done with oil on canvas Paul hails from Mount Holly New Jersey

Page 8

Page 17

The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC EM INTERNATIONAL CONVENTION EMANTIQUEjCLASSIC DIVISION INC INTERNATIONALAEROBATIC CLUB INC WARBIRDSOF AMERICA INC are registered trademarks THE EM SKY SHOPPE and logos 01 the EM AVIATION FOUNDATION INC and EM ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibned

Edrtorial Policy Readers are enoouraged to submrt stories and photographs Policy opinions expressed in anicles are solely those of the authors Responsibilrty lor accuracy in reponing rests entirely wrth the oontributor Material should be sent to Edrtor The VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903middot3086 Phone 4144264800

The VINTAGE AIRPLANE (SSN 0091-6943) is published and owned exclusively by EM AntiqueClassic Division Inc of the Experimental Aircraft ASSociation Inc and is published monthly at EM Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Seoond Class Postage paid at Oshkosh WI 54901 and addrtional mailing onicesThe membership rate for EM AntiqueiClassic Division Inc is $2000 for current EM members for 12 month period of which $1200 is for the publication olThe VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISINGmiddot AntiqueClassic Division does not guarantee or endorse any product onered through our advenising We invrte oonstructive crrticism and welcome any report of interior merchandise obtained through our advertising so that corrective measures can be taken

POSTMASTER Send address eIlanges to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903middot3086

VINTAGE AIRPLANE 3

GREAT LAKES AMPHmIAN (John Underwood our fellow Antishy

queClassic member and noted aviation historian had this item to correct George Hardie and I on on a historical point sent in by Charley Hayes for the January Mystery Plane -HGF)

Hi George and HG Why do you guys persist in fingering

JS McDonnell (Jr) as the perpetrator of the Great Lakes 4A-1 He had abshysolutely nothing to do with it It was Holden Richardsons project Mc D was busy with the Guggenheim Contest Doodlebug and did not go with Great Lakes until 1931 If you dont believe me just ask his sons lS III or John both high up at McDonnell Douglas Incidentally it was not a 4T The T stood for Trainer A for Amphibian

The unidentified buyer in Wisconshysin was Paul Trier of Mpls and it alshyready had Wright J-6-5s when he got it Believe the original engines were Cirris Hermes of 130 hp or thereabout Steve Wittman may have put one in his racer Better ask SJW where he got the Hershymes It might not have come from the Great Lakes 4A-1 Hermes were very rare this side of the Atlantic

Cheers John Underwood Glendale CA

Thanks for clarifying the designer issue I did indeed ask Steve Wittman about the Cirrus Hermes installed in Chief Oshkosh He recalled that he was told at the time he purchased the engine on the East Coast that the enshygine had come from a Sikorsky airplane In the spring of 1962 the Journal ofthe American Aviation Historical Society (AAHS) published an article on the Sikorsky S-39 So did Paul R Matt in his Historical Aviation Album Volume XIV Sure enough the prototype S-39

had a pair of British Cirrus Hermes Mark 4-cylinder engines of 115 hp Urifortunately it crashed on it s third testflight after it was unable to maintain altitude following an engine failure The S-39 would then be redesigned with a single rudder and a single 300 hp Pratt amp Whitney Wasp Jr powerplant The story that Steve Wittman was told when he bought his Hermes certainly makes sense given these circumstanshyces - HGF bull

The Cirrus Hermes Mark I engine installed in Steve Wittmans Chief Oshkosh (below) came from the only twin-engine version of the Sikorsky S-39 the prototype that lasted only until its third flight when it was unable to maintain level flight after an engine failure

compiled by HG Frautschy

heres how the new hangar at Pioneer Airport looked in late June

PIONEER AIRPORT NEEDS In order to furnish the new Airport

Managers office at Pioneer Airport we are looking for a few items from the 1920s and 1930s If you can help loshycate any of the items below please call Ron Twellman EAA Air Adventure Museum Collections Manager at 414426-3093 Heres what they are looking for

Desk or Wall Phone Wall Clock Calendar Coat Rack (either a peg rack or a tree stand) Stove Wood box or Coal

Bucket Benches Chairs Stools Coke Machine CheckerboardCheckers Wood Table for checkerboard Spitoon File Cabinet (wood or old metal) Workshying record player with Records

Remember these should be from the pre-war period or a good reproduction of a piece from that time Check out those attics and garages - todays clutter may be tomorrows exhibit

Heres a photo of the new building just prior to its completion By the time you read this the structure will be comshy

pleted By EAA Oshkosh aircraft will be moved in and furnishing the Airport Managers office will have begun

SOLAR MS-l RECREATION PROJECT

Back in 1929 the Solar MS-l sesquiplane was designed and built in San Diego California Powered by a Pratt amp Whitney Wasp C-l of 420 hp the plane featured a corrugated aluminum skin and a wingspan of 565 feet The economic events during the

VINTAGE AIRPLANE 5

fall of that year would not allow the MS-l to go into production but one component of the airplane the stamped steel exhaust collector ring would lead to a product line that grew to the current Solar Turbines company During World War II Solar would produce over 300000 exhaust collector rings

In the archives at Solar Turbines Inc a complete set of drawings and specifications exist for the MS-l Inshyspired by this find a group of apshyproximately 50 Solar employees and retirees have joined together to form the Solar MS-l Restoration Club with the goal of building an airworthy MS-l Construction of the replica will take place at the Solar Harbor Drive facility in San Diego For more information contact the Solar MS-1 Restoration Club PO Box 85376 San Diego CA 92186

OSHKOSH W A YPOINT Discount FuelfWing Camping will be

available to EAAers at Watoma Municipal Airport located 35nm west of OSH The airport will be open 24 hours a day from July 25th through Aug 3rd A 10 discount on all fuel oil and merchandise is available to all EAA members For more infOimation call 414787-3030

LEWIS PROPS During the first half of this century a

number of established companies would test the aviation waters One of these was the G B Lewis Company Now nearly 130 years old the company would like to hang one of the thousands of propellers they manufactured in a

6JULY 1991

place of prominence at their headshyquarters in Watertown Wisconsin If anyone has a Lewis propeller that they would be willing to part with contact Jim Patton HRD Manager LEWISystems at 1-800-999-TOTE extension 320

UNIV AIR ANNIVERSARY Just after the war UNIVAIR started

as a small parts manufacturer and have now grown to become the largest manufacturer and supplier of parts for classic and vintage aircraft in the world Parts and supplies for many aircraft as well as the type certificates for the Ershycoupe and Stinson 108 allow U nivair to keep our older aircraft flying This year Univair will celebrate their 45th

anniversary Congratulations to the dedicated folks in Aurora Colorado

AERONCA SEDAN TYPE CERTIFICATE SOLD

Earlier this year Aeronca sold the last post war Type Certificate they held ATC No 802 for the 15AC Sedan Wil shyliam (Brad) Mitchell of Anchorage Alaska has bought the certificate and is interested in hearing from people conshycerning their needs Specifically Brad would like to know what parts Sedan owners are most in need of modificashytions of the airplane interest in purchasshying new aircraft or any other suggestions they may have Brad and his company are still examining the best course of action to pursue You can send your suggestions to Brad Mitchell PO Box 111510 Anchorage AK 99511-1510

DON LUSCOMBES NIECE VISITS EAA HQ

Cris Luscombe Kapitan the niece of Don Luscombe visited the EAA Air Adventure Museum recently and was given a guided tour of the museum and Pioneer Airport by EAA Ford Trimotor Captain Dick Hill and AntiqueClassic director Jeannie Hill Mrs Kapitan was visiting her son who lives in Milshywaukee and was urged to visit the museum In a note to Dick and Jeannie after her visit she wrote her visit brought back a wealth of memories about my uncle Don Luscombe and my early childhood

Don Luscombes niece Mrs Cris Luscombe-Kapitan visits with one of her uncles aircraft the Luscombe Phantom on display in the EAA Air Adventure Museum

- A~R-IJs-RJh_~ M~O m 0 bullbullbullbulllff

__0__ ~_ ANTIQUE CLASSIC CONVENTION NEWS

IT WONT RAIN ON OUR PARADE A HAPPENING FAMILY REUNION

The AIC Parade of Flighl starn lOday at 400 middotWe regara OshkOSll as a happenong and a gt m and rt won I rain on our parade middotWeII also family reunoon said Gloria Beecroft AIC marc nave fair winds and good wealhefmiddot predicled power chairman

Phil Coulson chairman of the evenl Gloria explained that the marl-pawer commrtmiddot

ApprOXimately SOplOnes will lake part in the ttyshy tee supplies all of the volunleers tor lhe Might line

oyslartlngwrth Vem Dollmanlna 1911 era Lincoln whch Includes Ihe wrng walkers bike nders ana

Beachy reconstruction Eddie Wagner who CNIf a~ne parkers SecurTly guarcls for the AIC and

and pllols the aNy ftyIng Spartan Cmiddot31s al$O In the Ultralight areas also come from the marl-pawer

lineup along wrth Ed Sweeneys MOOfe Taylor commrttee Gloria and herhusband Paul live in Long BeaCh Aerocoup Ihe only one like rt in the world still

CA and tell everyone they know from Califomla toflYing volunleer for AC Of course anyone wha wontsAircraft after a~craft will continue 10 tty-by in to work is appteciated and Gloria will find a jobchronolQglcal order unlillale 3Os mOdels Then fO any WIlling soul

planes are grouped by family and air speed so Uke many others Gloria and Paul keep coming

lhal Ihey are compartlble In lakeoH and landing back 10 OshkOSh because of the many gooc

Phil Coulson has been an EAA member SIf1Ce friends they hOVe mOde here Several years ago

972 a member of AIC Division since rts Inception they were middotadopfed by a family from Michiganand Parade of RIght Chairman for the past 15 and since then there has been some vISiting bock years and forth with them

The Beecrofts 01$0 hOVe gotten to know Farther JoIY McGIIlvary wha says the masses at the Theoshyler In the WoocLs and they tty him bock 10 Michishygan after the convention

Paul al$O has a job at the convention gIVing out WHArS YOUR TYPE the plaques They are earty aITTVers at the COlshy

The Type Clubs located In the tenl just souIih of vention (a week ahead) not aNy to help whershyever they can but also 10 see lhe many gooclhe AIC Red Bam invtteeveryone Interested in arl shyfriends they hOVe made hereIlque airplanes to visit

Peaple who own antique airplanes can get inshyformahon about parts maintenance aircraft for

THE INltRVlEW CIRCLE THANKSsale and air worthiness requiremenls of the FAA Mosl of lhese clubs al$O hOVe news lefters 10 keep The AIC Division and Chartle Hams would like to

memoers informed about their favome planes lhank the aircraft owners whO so far hOVe genershy

The Clubs at the tent this year are as follows ously shared their accampllShiments and planes

3elionca Aeronca Ercoup lntematlonal WACO wrth us by pomcipartlng In Ihe Interview Circle

ASSOCiation Curtiss Robin Short Wing Piper Club They are Martin Probst of Jacksonville FL 1946

nc Staggerwing Club National BIplane AsIocIQshy Fairchild 24 Warner powered Tom Collier

l ion Luscombe AsIocialion Cub Club (Piper) Jonesboro GA 1929 WACO ATO SIeve Givens

Fairchild Club and Inlematlonal Cessna AsIoclashy 1941 CulverCadet Bill Quinn BuCher JungmelSshy

tlon ler and Jim Rushing 1947 Luscombe BE

When your are looking for Bill Marcy Volunteer this is the man youre looking for

for a $3 00 donation to the AC division This can be done by contacting Bob Brauer at the Chapter Membership and Information booth or writing to him at 9345 S Hoyne Av Chicago IL 60620

EDITOR OFFSIDE I made a couple of errors in the past

two issues that Id like to correct First in last months news the photos

for Dave Bennett and Dave Marcy were swapped and both wound up with new identities The pictures on this page show you how Bill and Dave really look

Second Budd Conyers wrote to point out that the fine restoration of his Aeronca L-3 Defender was acshycomplished by the outstanding crew of Jim Kimball and his gang at Zellwood Florida not Joe Hindall and his people Jim and his gang also restored Bob and

The pioneers of the aircraft industry were a special breed Thank you for honoring them and keeping that spirit alive today in the EAA

EAA OSHKOSH CONVENTION NOTES

Convention goers can keep informed about AC activities and people by readshying AEROGRAMS the daily news sheet issued in the AntiqueClassic area and edited by Phyllis Brauer and Janet Bennett Copies are free and contain no advertising and may be obtained at the Chapter membership and Information booth the Red Barn sales area the Type Club tent the Airline Pilots Tent the OX-5 tent the AC divisions hospitality building and the show plane camping registration building

The AEROGRAM staff will also mail anyone the current weeks issues

The maLOave Bennett Co-Chairman of the AntiqueClassic Membership and Information Booth

Anne Lindleys Great Grand Champion Stinson SR-8E as well as the Best Biplane Stearman PT-17 of Bill Childers Joe Hindall and his crew resshytored the IlBC Aeronca Chief on floats flown by Bob Everts

My apologies to all and thanks to Bob and Phyllis Brauer and Budd Conyers for gently pointing out the errors bull

VINTAGE AIRPLANE 7

VI~TAf3~ LIT~VATUV~ by Uen nis Va-ks~ ~ Lib-a-y A-chives

Ui-ect()shy

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 6)

1934 1933 was not a banner year for air

racing First there was the confusion of three large race meets in one year - two sanctioned ones and one maverick race that resulted in pilots being suspended Few new aircraft appeared and not many records were broken and the only trend in design seemed to be in mountshying higher horsepower engines

The same year the air racing comshymunity suffered two fatalities in comshypetition and two more non-racing accidents After a decade of good press racing was starting to see criticism in the aviation publications In 1933 and 1934 articles with such titles as Air Race Racket July 1933 Air Race Controversy December 1933 Death Stalks the Air Racers March 1934 and Dire Tragedy Attends the Races Ocshytober 1934 appeared in POPULAR AVIATION

GREVE TROPHY A bright spot in 1934 was the anshy

nouncement of the Greve Trophy The trophy was established by Louis Wilshyliam Greve president of the Cleveland Pneumatic Tool Company who in 1929 8JULY1991

lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550 cubic inch Shell Speed Dash and placed second in the Thompson

Gordon Israel who helped design the Howard racers designed and builtthe Redhead powered by a 544 cubic inch Menasco engine It was originally built with an inverted gull wing which was revised to the straight wing root you see here for the 1934 season

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

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The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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VINTAGE AIRPLANE 21

c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

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i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

GREAT LAKES AMPHmIAN (John Underwood our fellow Antishy

queClassic member and noted aviation historian had this item to correct George Hardie and I on on a historical point sent in by Charley Hayes for the January Mystery Plane -HGF)

Hi George and HG Why do you guys persist in fingering

JS McDonnell (Jr) as the perpetrator of the Great Lakes 4A-1 He had abshysolutely nothing to do with it It was Holden Richardsons project Mc D was busy with the Guggenheim Contest Doodlebug and did not go with Great Lakes until 1931 If you dont believe me just ask his sons lS III or John both high up at McDonnell Douglas Incidentally it was not a 4T The T stood for Trainer A for Amphibian

The unidentified buyer in Wisconshysin was Paul Trier of Mpls and it alshyready had Wright J-6-5s when he got it Believe the original engines were Cirris Hermes of 130 hp or thereabout Steve Wittman may have put one in his racer Better ask SJW where he got the Hershymes It might not have come from the Great Lakes 4A-1 Hermes were very rare this side of the Atlantic

Cheers John Underwood Glendale CA

Thanks for clarifying the designer issue I did indeed ask Steve Wittman about the Cirrus Hermes installed in Chief Oshkosh He recalled that he was told at the time he purchased the engine on the East Coast that the enshygine had come from a Sikorsky airplane In the spring of 1962 the Journal ofthe American Aviation Historical Society (AAHS) published an article on the Sikorsky S-39 So did Paul R Matt in his Historical Aviation Album Volume XIV Sure enough the prototype S-39

had a pair of British Cirrus Hermes Mark 4-cylinder engines of 115 hp Urifortunately it crashed on it s third testflight after it was unable to maintain altitude following an engine failure The S-39 would then be redesigned with a single rudder and a single 300 hp Pratt amp Whitney Wasp Jr powerplant The story that Steve Wittman was told when he bought his Hermes certainly makes sense given these circumstanshyces - HGF bull

The Cirrus Hermes Mark I engine installed in Steve Wittmans Chief Oshkosh (below) came from the only twin-engine version of the Sikorsky S-39 the prototype that lasted only until its third flight when it was unable to maintain level flight after an engine failure

compiled by HG Frautschy

heres how the new hangar at Pioneer Airport looked in late June

PIONEER AIRPORT NEEDS In order to furnish the new Airport

Managers office at Pioneer Airport we are looking for a few items from the 1920s and 1930s If you can help loshycate any of the items below please call Ron Twellman EAA Air Adventure Museum Collections Manager at 414426-3093 Heres what they are looking for

Desk or Wall Phone Wall Clock Calendar Coat Rack (either a peg rack or a tree stand) Stove Wood box or Coal

Bucket Benches Chairs Stools Coke Machine CheckerboardCheckers Wood Table for checkerboard Spitoon File Cabinet (wood or old metal) Workshying record player with Records

Remember these should be from the pre-war period or a good reproduction of a piece from that time Check out those attics and garages - todays clutter may be tomorrows exhibit

Heres a photo of the new building just prior to its completion By the time you read this the structure will be comshy

pleted By EAA Oshkosh aircraft will be moved in and furnishing the Airport Managers office will have begun

SOLAR MS-l RECREATION PROJECT

Back in 1929 the Solar MS-l sesquiplane was designed and built in San Diego California Powered by a Pratt amp Whitney Wasp C-l of 420 hp the plane featured a corrugated aluminum skin and a wingspan of 565 feet The economic events during the

VINTAGE AIRPLANE 5

fall of that year would not allow the MS-l to go into production but one component of the airplane the stamped steel exhaust collector ring would lead to a product line that grew to the current Solar Turbines company During World War II Solar would produce over 300000 exhaust collector rings

In the archives at Solar Turbines Inc a complete set of drawings and specifications exist for the MS-l Inshyspired by this find a group of apshyproximately 50 Solar employees and retirees have joined together to form the Solar MS-l Restoration Club with the goal of building an airworthy MS-l Construction of the replica will take place at the Solar Harbor Drive facility in San Diego For more information contact the Solar MS-1 Restoration Club PO Box 85376 San Diego CA 92186

OSHKOSH W A YPOINT Discount FuelfWing Camping will be

available to EAAers at Watoma Municipal Airport located 35nm west of OSH The airport will be open 24 hours a day from July 25th through Aug 3rd A 10 discount on all fuel oil and merchandise is available to all EAA members For more infOimation call 414787-3030

LEWIS PROPS During the first half of this century a

number of established companies would test the aviation waters One of these was the G B Lewis Company Now nearly 130 years old the company would like to hang one of the thousands of propellers they manufactured in a

6JULY 1991

place of prominence at their headshyquarters in Watertown Wisconsin If anyone has a Lewis propeller that they would be willing to part with contact Jim Patton HRD Manager LEWISystems at 1-800-999-TOTE extension 320

UNIV AIR ANNIVERSARY Just after the war UNIVAIR started

as a small parts manufacturer and have now grown to become the largest manufacturer and supplier of parts for classic and vintage aircraft in the world Parts and supplies for many aircraft as well as the type certificates for the Ershycoupe and Stinson 108 allow U nivair to keep our older aircraft flying This year Univair will celebrate their 45th

anniversary Congratulations to the dedicated folks in Aurora Colorado

AERONCA SEDAN TYPE CERTIFICATE SOLD

Earlier this year Aeronca sold the last post war Type Certificate they held ATC No 802 for the 15AC Sedan Wil shyliam (Brad) Mitchell of Anchorage Alaska has bought the certificate and is interested in hearing from people conshycerning their needs Specifically Brad would like to know what parts Sedan owners are most in need of modificashytions of the airplane interest in purchasshying new aircraft or any other suggestions they may have Brad and his company are still examining the best course of action to pursue You can send your suggestions to Brad Mitchell PO Box 111510 Anchorage AK 99511-1510

DON LUSCOMBES NIECE VISITS EAA HQ

Cris Luscombe Kapitan the niece of Don Luscombe visited the EAA Air Adventure Museum recently and was given a guided tour of the museum and Pioneer Airport by EAA Ford Trimotor Captain Dick Hill and AntiqueClassic director Jeannie Hill Mrs Kapitan was visiting her son who lives in Milshywaukee and was urged to visit the museum In a note to Dick and Jeannie after her visit she wrote her visit brought back a wealth of memories about my uncle Don Luscombe and my early childhood

Don Luscombes niece Mrs Cris Luscombe-Kapitan visits with one of her uncles aircraft the Luscombe Phantom on display in the EAA Air Adventure Museum

- A~R-IJs-RJh_~ M~O m 0 bullbullbullbulllff

__0__ ~_ ANTIQUE CLASSIC CONVENTION NEWS

IT WONT RAIN ON OUR PARADE A HAPPENING FAMILY REUNION

The AIC Parade of Flighl starn lOday at 400 middotWe regara OshkOSll as a happenong and a gt m and rt won I rain on our parade middotWeII also family reunoon said Gloria Beecroft AIC marc nave fair winds and good wealhefmiddot predicled power chairman

Phil Coulson chairman of the evenl Gloria explained that the marl-pawer commrtmiddot

ApprOXimately SOplOnes will lake part in the ttyshy tee supplies all of the volunleers tor lhe Might line

oyslartlngwrth Vem Dollmanlna 1911 era Lincoln whch Includes Ihe wrng walkers bike nders ana

Beachy reconstruction Eddie Wagner who CNIf a~ne parkers SecurTly guarcls for the AIC and

and pllols the aNy ftyIng Spartan Cmiddot31s al$O In the Ultralight areas also come from the marl-pawer

lineup along wrth Ed Sweeneys MOOfe Taylor commrttee Gloria and herhusband Paul live in Long BeaCh Aerocoup Ihe only one like rt in the world still

CA and tell everyone they know from Califomla toflYing volunleer for AC Of course anyone wha wontsAircraft after a~craft will continue 10 tty-by in to work is appteciated and Gloria will find a jobchronolQglcal order unlillale 3Os mOdels Then fO any WIlling soul

planes are grouped by family and air speed so Uke many others Gloria and Paul keep coming

lhal Ihey are compartlble In lakeoH and landing back 10 OshkOSh because of the many gooc

Phil Coulson has been an EAA member SIf1Ce friends they hOVe mOde here Several years ago

972 a member of AIC Division since rts Inception they were middotadopfed by a family from Michiganand Parade of RIght Chairman for the past 15 and since then there has been some vISiting bock years and forth with them

The Beecrofts 01$0 hOVe gotten to know Farther JoIY McGIIlvary wha says the masses at the Theoshyler In the WoocLs and they tty him bock 10 Michishygan after the convention

Paul al$O has a job at the convention gIVing out WHArS YOUR TYPE the plaques They are earty aITTVers at the COlshy

The Type Clubs located In the tenl just souIih of vention (a week ahead) not aNy to help whershyever they can but also 10 see lhe many gooclhe AIC Red Bam invtteeveryone Interested in arl shyfriends they hOVe made hereIlque airplanes to visit

Peaple who own antique airplanes can get inshyformahon about parts maintenance aircraft for

THE INltRVlEW CIRCLE THANKSsale and air worthiness requiremenls of the FAA Mosl of lhese clubs al$O hOVe news lefters 10 keep The AIC Division and Chartle Hams would like to

memoers informed about their favome planes lhank the aircraft owners whO so far hOVe genershy

The Clubs at the tent this year are as follows ously shared their accampllShiments and planes

3elionca Aeronca Ercoup lntematlonal WACO wrth us by pomcipartlng In Ihe Interview Circle

ASSOCiation Curtiss Robin Short Wing Piper Club They are Martin Probst of Jacksonville FL 1946

nc Staggerwing Club National BIplane AsIocIQshy Fairchild 24 Warner powered Tom Collier

l ion Luscombe AsIocialion Cub Club (Piper) Jonesboro GA 1929 WACO ATO SIeve Givens

Fairchild Club and Inlematlonal Cessna AsIoclashy 1941 CulverCadet Bill Quinn BuCher JungmelSshy

tlon ler and Jim Rushing 1947 Luscombe BE

When your are looking for Bill Marcy Volunteer this is the man youre looking for

for a $3 00 donation to the AC division This can be done by contacting Bob Brauer at the Chapter Membership and Information booth or writing to him at 9345 S Hoyne Av Chicago IL 60620

EDITOR OFFSIDE I made a couple of errors in the past

two issues that Id like to correct First in last months news the photos

for Dave Bennett and Dave Marcy were swapped and both wound up with new identities The pictures on this page show you how Bill and Dave really look

Second Budd Conyers wrote to point out that the fine restoration of his Aeronca L-3 Defender was acshycomplished by the outstanding crew of Jim Kimball and his gang at Zellwood Florida not Joe Hindall and his people Jim and his gang also restored Bob and

The pioneers of the aircraft industry were a special breed Thank you for honoring them and keeping that spirit alive today in the EAA

EAA OSHKOSH CONVENTION NOTES

Convention goers can keep informed about AC activities and people by readshying AEROGRAMS the daily news sheet issued in the AntiqueClassic area and edited by Phyllis Brauer and Janet Bennett Copies are free and contain no advertising and may be obtained at the Chapter membership and Information booth the Red Barn sales area the Type Club tent the Airline Pilots Tent the OX-5 tent the AC divisions hospitality building and the show plane camping registration building

The AEROGRAM staff will also mail anyone the current weeks issues

The maLOave Bennett Co-Chairman of the AntiqueClassic Membership and Information Booth

Anne Lindleys Great Grand Champion Stinson SR-8E as well as the Best Biplane Stearman PT-17 of Bill Childers Joe Hindall and his crew resshytored the IlBC Aeronca Chief on floats flown by Bob Everts

My apologies to all and thanks to Bob and Phyllis Brauer and Budd Conyers for gently pointing out the errors bull

VINTAGE AIRPLANE 7

VI~TAf3~ LIT~VATUV~ by Uen nis Va-ks~ ~ Lib-a-y A-chives

Ui-ect()shy

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 6)

1934 1933 was not a banner year for air

racing First there was the confusion of three large race meets in one year - two sanctioned ones and one maverick race that resulted in pilots being suspended Few new aircraft appeared and not many records were broken and the only trend in design seemed to be in mountshying higher horsepower engines

The same year the air racing comshymunity suffered two fatalities in comshypetition and two more non-racing accidents After a decade of good press racing was starting to see criticism in the aviation publications In 1933 and 1934 articles with such titles as Air Race Racket July 1933 Air Race Controversy December 1933 Death Stalks the Air Racers March 1934 and Dire Tragedy Attends the Races Ocshytober 1934 appeared in POPULAR AVIATION

GREVE TROPHY A bright spot in 1934 was the anshy

nouncement of the Greve Trophy The trophy was established by Louis Wilshyliam Greve president of the Cleveland Pneumatic Tool Company who in 1929 8JULY1991

lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550 cubic inch Shell Speed Dash and placed second in the Thompson

Gordon Israel who helped design the Howard racers designed and builtthe Redhead powered by a 544 cubic inch Menasco engine It was originally built with an inverted gull wing which was revised to the straight wing root you see here for the 1934 season

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

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18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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VINTAGE AIRPLANE 21

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

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In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

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As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 27

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Where The Sellers and Buyers Meet

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

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CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviatio public We appreciate your help Write for your free price list Virginia Aviation Co PDv-8 Box 294 Warrenton VA 22186 (c11-90)

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VINTAGE AIRPLANE 31

compiled by HG Frautschy

heres how the new hangar at Pioneer Airport looked in late June

PIONEER AIRPORT NEEDS In order to furnish the new Airport

Managers office at Pioneer Airport we are looking for a few items from the 1920s and 1930s If you can help loshycate any of the items below please call Ron Twellman EAA Air Adventure Museum Collections Manager at 414426-3093 Heres what they are looking for

Desk or Wall Phone Wall Clock Calendar Coat Rack (either a peg rack or a tree stand) Stove Wood box or Coal

Bucket Benches Chairs Stools Coke Machine CheckerboardCheckers Wood Table for checkerboard Spitoon File Cabinet (wood or old metal) Workshying record player with Records

Remember these should be from the pre-war period or a good reproduction of a piece from that time Check out those attics and garages - todays clutter may be tomorrows exhibit

Heres a photo of the new building just prior to its completion By the time you read this the structure will be comshy

pleted By EAA Oshkosh aircraft will be moved in and furnishing the Airport Managers office will have begun

SOLAR MS-l RECREATION PROJECT

Back in 1929 the Solar MS-l sesquiplane was designed and built in San Diego California Powered by a Pratt amp Whitney Wasp C-l of 420 hp the plane featured a corrugated aluminum skin and a wingspan of 565 feet The economic events during the

VINTAGE AIRPLANE 5

fall of that year would not allow the MS-l to go into production but one component of the airplane the stamped steel exhaust collector ring would lead to a product line that grew to the current Solar Turbines company During World War II Solar would produce over 300000 exhaust collector rings

In the archives at Solar Turbines Inc a complete set of drawings and specifications exist for the MS-l Inshyspired by this find a group of apshyproximately 50 Solar employees and retirees have joined together to form the Solar MS-l Restoration Club with the goal of building an airworthy MS-l Construction of the replica will take place at the Solar Harbor Drive facility in San Diego For more information contact the Solar MS-1 Restoration Club PO Box 85376 San Diego CA 92186

OSHKOSH W A YPOINT Discount FuelfWing Camping will be

available to EAAers at Watoma Municipal Airport located 35nm west of OSH The airport will be open 24 hours a day from July 25th through Aug 3rd A 10 discount on all fuel oil and merchandise is available to all EAA members For more infOimation call 414787-3030

LEWIS PROPS During the first half of this century a

number of established companies would test the aviation waters One of these was the G B Lewis Company Now nearly 130 years old the company would like to hang one of the thousands of propellers they manufactured in a

6JULY 1991

place of prominence at their headshyquarters in Watertown Wisconsin If anyone has a Lewis propeller that they would be willing to part with contact Jim Patton HRD Manager LEWISystems at 1-800-999-TOTE extension 320

UNIV AIR ANNIVERSARY Just after the war UNIVAIR started

as a small parts manufacturer and have now grown to become the largest manufacturer and supplier of parts for classic and vintage aircraft in the world Parts and supplies for many aircraft as well as the type certificates for the Ershycoupe and Stinson 108 allow U nivair to keep our older aircraft flying This year Univair will celebrate their 45th

anniversary Congratulations to the dedicated folks in Aurora Colorado

AERONCA SEDAN TYPE CERTIFICATE SOLD

Earlier this year Aeronca sold the last post war Type Certificate they held ATC No 802 for the 15AC Sedan Wil shyliam (Brad) Mitchell of Anchorage Alaska has bought the certificate and is interested in hearing from people conshycerning their needs Specifically Brad would like to know what parts Sedan owners are most in need of modificashytions of the airplane interest in purchasshying new aircraft or any other suggestions they may have Brad and his company are still examining the best course of action to pursue You can send your suggestions to Brad Mitchell PO Box 111510 Anchorage AK 99511-1510

DON LUSCOMBES NIECE VISITS EAA HQ

Cris Luscombe Kapitan the niece of Don Luscombe visited the EAA Air Adventure Museum recently and was given a guided tour of the museum and Pioneer Airport by EAA Ford Trimotor Captain Dick Hill and AntiqueClassic director Jeannie Hill Mrs Kapitan was visiting her son who lives in Milshywaukee and was urged to visit the museum In a note to Dick and Jeannie after her visit she wrote her visit brought back a wealth of memories about my uncle Don Luscombe and my early childhood

Don Luscombes niece Mrs Cris Luscombe-Kapitan visits with one of her uncles aircraft the Luscombe Phantom on display in the EAA Air Adventure Museum

- A~R-IJs-RJh_~ M~O m 0 bullbullbullbulllff

__0__ ~_ ANTIQUE CLASSIC CONVENTION NEWS

IT WONT RAIN ON OUR PARADE A HAPPENING FAMILY REUNION

The AIC Parade of Flighl starn lOday at 400 middotWe regara OshkOSll as a happenong and a gt m and rt won I rain on our parade middotWeII also family reunoon said Gloria Beecroft AIC marc nave fair winds and good wealhefmiddot predicled power chairman

Phil Coulson chairman of the evenl Gloria explained that the marl-pawer commrtmiddot

ApprOXimately SOplOnes will lake part in the ttyshy tee supplies all of the volunleers tor lhe Might line

oyslartlngwrth Vem Dollmanlna 1911 era Lincoln whch Includes Ihe wrng walkers bike nders ana

Beachy reconstruction Eddie Wagner who CNIf a~ne parkers SecurTly guarcls for the AIC and

and pllols the aNy ftyIng Spartan Cmiddot31s al$O In the Ultralight areas also come from the marl-pawer

lineup along wrth Ed Sweeneys MOOfe Taylor commrttee Gloria and herhusband Paul live in Long BeaCh Aerocoup Ihe only one like rt in the world still

CA and tell everyone they know from Califomla toflYing volunleer for AC Of course anyone wha wontsAircraft after a~craft will continue 10 tty-by in to work is appteciated and Gloria will find a jobchronolQglcal order unlillale 3Os mOdels Then fO any WIlling soul

planes are grouped by family and air speed so Uke many others Gloria and Paul keep coming

lhal Ihey are compartlble In lakeoH and landing back 10 OshkOSh because of the many gooc

Phil Coulson has been an EAA member SIf1Ce friends they hOVe mOde here Several years ago

972 a member of AIC Division since rts Inception they were middotadopfed by a family from Michiganand Parade of RIght Chairman for the past 15 and since then there has been some vISiting bock years and forth with them

The Beecrofts 01$0 hOVe gotten to know Farther JoIY McGIIlvary wha says the masses at the Theoshyler In the WoocLs and they tty him bock 10 Michishygan after the convention

Paul al$O has a job at the convention gIVing out WHArS YOUR TYPE the plaques They are earty aITTVers at the COlshy

The Type Clubs located In the tenl just souIih of vention (a week ahead) not aNy to help whershyever they can but also 10 see lhe many gooclhe AIC Red Bam invtteeveryone Interested in arl shyfriends they hOVe made hereIlque airplanes to visit

Peaple who own antique airplanes can get inshyformahon about parts maintenance aircraft for

THE INltRVlEW CIRCLE THANKSsale and air worthiness requiremenls of the FAA Mosl of lhese clubs al$O hOVe news lefters 10 keep The AIC Division and Chartle Hams would like to

memoers informed about their favome planes lhank the aircraft owners whO so far hOVe genershy

The Clubs at the tent this year are as follows ously shared their accampllShiments and planes

3elionca Aeronca Ercoup lntematlonal WACO wrth us by pomcipartlng In Ihe Interview Circle

ASSOCiation Curtiss Robin Short Wing Piper Club They are Martin Probst of Jacksonville FL 1946

nc Staggerwing Club National BIplane AsIocIQshy Fairchild 24 Warner powered Tom Collier

l ion Luscombe AsIocialion Cub Club (Piper) Jonesboro GA 1929 WACO ATO SIeve Givens

Fairchild Club and Inlematlonal Cessna AsIoclashy 1941 CulverCadet Bill Quinn BuCher JungmelSshy

tlon ler and Jim Rushing 1947 Luscombe BE

When your are looking for Bill Marcy Volunteer this is the man youre looking for

for a $3 00 donation to the AC division This can be done by contacting Bob Brauer at the Chapter Membership and Information booth or writing to him at 9345 S Hoyne Av Chicago IL 60620

EDITOR OFFSIDE I made a couple of errors in the past

two issues that Id like to correct First in last months news the photos

for Dave Bennett and Dave Marcy were swapped and both wound up with new identities The pictures on this page show you how Bill and Dave really look

Second Budd Conyers wrote to point out that the fine restoration of his Aeronca L-3 Defender was acshycomplished by the outstanding crew of Jim Kimball and his gang at Zellwood Florida not Joe Hindall and his people Jim and his gang also restored Bob and

The pioneers of the aircraft industry were a special breed Thank you for honoring them and keeping that spirit alive today in the EAA

EAA OSHKOSH CONVENTION NOTES

Convention goers can keep informed about AC activities and people by readshying AEROGRAMS the daily news sheet issued in the AntiqueClassic area and edited by Phyllis Brauer and Janet Bennett Copies are free and contain no advertising and may be obtained at the Chapter membership and Information booth the Red Barn sales area the Type Club tent the Airline Pilots Tent the OX-5 tent the AC divisions hospitality building and the show plane camping registration building

The AEROGRAM staff will also mail anyone the current weeks issues

The maLOave Bennett Co-Chairman of the AntiqueClassic Membership and Information Booth

Anne Lindleys Great Grand Champion Stinson SR-8E as well as the Best Biplane Stearman PT-17 of Bill Childers Joe Hindall and his crew resshytored the IlBC Aeronca Chief on floats flown by Bob Everts

My apologies to all and thanks to Bob and Phyllis Brauer and Budd Conyers for gently pointing out the errors bull

VINTAGE AIRPLANE 7

VI~TAf3~ LIT~VATUV~ by Uen nis Va-ks~ ~ Lib-a-y A-chives

Ui-ect()shy

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 6)

1934 1933 was not a banner year for air

racing First there was the confusion of three large race meets in one year - two sanctioned ones and one maverick race that resulted in pilots being suspended Few new aircraft appeared and not many records were broken and the only trend in design seemed to be in mountshying higher horsepower engines

The same year the air racing comshymunity suffered two fatalities in comshypetition and two more non-racing accidents After a decade of good press racing was starting to see criticism in the aviation publications In 1933 and 1934 articles with such titles as Air Race Racket July 1933 Air Race Controversy December 1933 Death Stalks the Air Racers March 1934 and Dire Tragedy Attends the Races Ocshytober 1934 appeared in POPULAR AVIATION

GREVE TROPHY A bright spot in 1934 was the anshy

nouncement of the Greve Trophy The trophy was established by Louis Wilshyliam Greve president of the Cleveland Pneumatic Tool Company who in 1929 8JULY1991

lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550 cubic inch Shell Speed Dash and placed second in the Thompson

Gordon Israel who helped design the Howard racers designed and builtthe Redhead powered by a 544 cubic inch Menasco engine It was originally built with an inverted gull wing which was revised to the straight wing root you see here for the 1934 season

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

ANTIQUECLASSIC MEMBERS Help your division expand and grow by recruiting new membersshy

Youll want to check out the colored insert in this months issue of VINTAGE AIRPLANE

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VINTAGE AIRPLANE 27

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A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

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VINTAGE AIRPLANE 31

fall of that year would not allow the MS-l to go into production but one component of the airplane the stamped steel exhaust collector ring would lead to a product line that grew to the current Solar Turbines company During World War II Solar would produce over 300000 exhaust collector rings

In the archives at Solar Turbines Inc a complete set of drawings and specifications exist for the MS-l Inshyspired by this find a group of apshyproximately 50 Solar employees and retirees have joined together to form the Solar MS-l Restoration Club with the goal of building an airworthy MS-l Construction of the replica will take place at the Solar Harbor Drive facility in San Diego For more information contact the Solar MS-1 Restoration Club PO Box 85376 San Diego CA 92186

OSHKOSH W A YPOINT Discount FuelfWing Camping will be

available to EAAers at Watoma Municipal Airport located 35nm west of OSH The airport will be open 24 hours a day from July 25th through Aug 3rd A 10 discount on all fuel oil and merchandise is available to all EAA members For more infOimation call 414787-3030

LEWIS PROPS During the first half of this century a

number of established companies would test the aviation waters One of these was the G B Lewis Company Now nearly 130 years old the company would like to hang one of the thousands of propellers they manufactured in a

6JULY 1991

place of prominence at their headshyquarters in Watertown Wisconsin If anyone has a Lewis propeller that they would be willing to part with contact Jim Patton HRD Manager LEWISystems at 1-800-999-TOTE extension 320

UNIV AIR ANNIVERSARY Just after the war UNIVAIR started

as a small parts manufacturer and have now grown to become the largest manufacturer and supplier of parts for classic and vintage aircraft in the world Parts and supplies for many aircraft as well as the type certificates for the Ershycoupe and Stinson 108 allow U nivair to keep our older aircraft flying This year Univair will celebrate their 45th

anniversary Congratulations to the dedicated folks in Aurora Colorado

AERONCA SEDAN TYPE CERTIFICATE SOLD

Earlier this year Aeronca sold the last post war Type Certificate they held ATC No 802 for the 15AC Sedan Wil shyliam (Brad) Mitchell of Anchorage Alaska has bought the certificate and is interested in hearing from people conshycerning their needs Specifically Brad would like to know what parts Sedan owners are most in need of modificashytions of the airplane interest in purchasshying new aircraft or any other suggestions they may have Brad and his company are still examining the best course of action to pursue You can send your suggestions to Brad Mitchell PO Box 111510 Anchorage AK 99511-1510

DON LUSCOMBES NIECE VISITS EAA HQ

Cris Luscombe Kapitan the niece of Don Luscombe visited the EAA Air Adventure Museum recently and was given a guided tour of the museum and Pioneer Airport by EAA Ford Trimotor Captain Dick Hill and AntiqueClassic director Jeannie Hill Mrs Kapitan was visiting her son who lives in Milshywaukee and was urged to visit the museum In a note to Dick and Jeannie after her visit she wrote her visit brought back a wealth of memories about my uncle Don Luscombe and my early childhood

Don Luscombes niece Mrs Cris Luscombe-Kapitan visits with one of her uncles aircraft the Luscombe Phantom on display in the EAA Air Adventure Museum

- A~R-IJs-RJh_~ M~O m 0 bullbullbullbulllff

__0__ ~_ ANTIQUE CLASSIC CONVENTION NEWS

IT WONT RAIN ON OUR PARADE A HAPPENING FAMILY REUNION

The AIC Parade of Flighl starn lOday at 400 middotWe regara OshkOSll as a happenong and a gt m and rt won I rain on our parade middotWeII also family reunoon said Gloria Beecroft AIC marc nave fair winds and good wealhefmiddot predicled power chairman

Phil Coulson chairman of the evenl Gloria explained that the marl-pawer commrtmiddot

ApprOXimately SOplOnes will lake part in the ttyshy tee supplies all of the volunleers tor lhe Might line

oyslartlngwrth Vem Dollmanlna 1911 era Lincoln whch Includes Ihe wrng walkers bike nders ana

Beachy reconstruction Eddie Wagner who CNIf a~ne parkers SecurTly guarcls for the AIC and

and pllols the aNy ftyIng Spartan Cmiddot31s al$O In the Ultralight areas also come from the marl-pawer

lineup along wrth Ed Sweeneys MOOfe Taylor commrttee Gloria and herhusband Paul live in Long BeaCh Aerocoup Ihe only one like rt in the world still

CA and tell everyone they know from Califomla toflYing volunleer for AC Of course anyone wha wontsAircraft after a~craft will continue 10 tty-by in to work is appteciated and Gloria will find a jobchronolQglcal order unlillale 3Os mOdels Then fO any WIlling soul

planes are grouped by family and air speed so Uke many others Gloria and Paul keep coming

lhal Ihey are compartlble In lakeoH and landing back 10 OshkOSh because of the many gooc

Phil Coulson has been an EAA member SIf1Ce friends they hOVe mOde here Several years ago

972 a member of AIC Division since rts Inception they were middotadopfed by a family from Michiganand Parade of RIght Chairman for the past 15 and since then there has been some vISiting bock years and forth with them

The Beecrofts 01$0 hOVe gotten to know Farther JoIY McGIIlvary wha says the masses at the Theoshyler In the WoocLs and they tty him bock 10 Michishygan after the convention

Paul al$O has a job at the convention gIVing out WHArS YOUR TYPE the plaques They are earty aITTVers at the COlshy

The Type Clubs located In the tenl just souIih of vention (a week ahead) not aNy to help whershyever they can but also 10 see lhe many gooclhe AIC Red Bam invtteeveryone Interested in arl shyfriends they hOVe made hereIlque airplanes to visit

Peaple who own antique airplanes can get inshyformahon about parts maintenance aircraft for

THE INltRVlEW CIRCLE THANKSsale and air worthiness requiremenls of the FAA Mosl of lhese clubs al$O hOVe news lefters 10 keep The AIC Division and Chartle Hams would like to

memoers informed about their favome planes lhank the aircraft owners whO so far hOVe genershy

The Clubs at the tent this year are as follows ously shared their accampllShiments and planes

3elionca Aeronca Ercoup lntematlonal WACO wrth us by pomcipartlng In Ihe Interview Circle

ASSOCiation Curtiss Robin Short Wing Piper Club They are Martin Probst of Jacksonville FL 1946

nc Staggerwing Club National BIplane AsIocIQshy Fairchild 24 Warner powered Tom Collier

l ion Luscombe AsIocialion Cub Club (Piper) Jonesboro GA 1929 WACO ATO SIeve Givens

Fairchild Club and Inlematlonal Cessna AsIoclashy 1941 CulverCadet Bill Quinn BuCher JungmelSshy

tlon ler and Jim Rushing 1947 Luscombe BE

When your are looking for Bill Marcy Volunteer this is the man youre looking for

for a $3 00 donation to the AC division This can be done by contacting Bob Brauer at the Chapter Membership and Information booth or writing to him at 9345 S Hoyne Av Chicago IL 60620

EDITOR OFFSIDE I made a couple of errors in the past

two issues that Id like to correct First in last months news the photos

for Dave Bennett and Dave Marcy were swapped and both wound up with new identities The pictures on this page show you how Bill and Dave really look

Second Budd Conyers wrote to point out that the fine restoration of his Aeronca L-3 Defender was acshycomplished by the outstanding crew of Jim Kimball and his gang at Zellwood Florida not Joe Hindall and his people Jim and his gang also restored Bob and

The pioneers of the aircraft industry were a special breed Thank you for honoring them and keeping that spirit alive today in the EAA

EAA OSHKOSH CONVENTION NOTES

Convention goers can keep informed about AC activities and people by readshying AEROGRAMS the daily news sheet issued in the AntiqueClassic area and edited by Phyllis Brauer and Janet Bennett Copies are free and contain no advertising and may be obtained at the Chapter membership and Information booth the Red Barn sales area the Type Club tent the Airline Pilots Tent the OX-5 tent the AC divisions hospitality building and the show plane camping registration building

The AEROGRAM staff will also mail anyone the current weeks issues

The maLOave Bennett Co-Chairman of the AntiqueClassic Membership and Information Booth

Anne Lindleys Great Grand Champion Stinson SR-8E as well as the Best Biplane Stearman PT-17 of Bill Childers Joe Hindall and his crew resshytored the IlBC Aeronca Chief on floats flown by Bob Everts

My apologies to all and thanks to Bob and Phyllis Brauer and Budd Conyers for gently pointing out the errors bull

VINTAGE AIRPLANE 7

VI~TAf3~ LIT~VATUV~ by Uen nis Va-ks~ ~ Lib-a-y A-chives

Ui-ect()shy

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 6)

1934 1933 was not a banner year for air

racing First there was the confusion of three large race meets in one year - two sanctioned ones and one maverick race that resulted in pilots being suspended Few new aircraft appeared and not many records were broken and the only trend in design seemed to be in mountshying higher horsepower engines

The same year the air racing comshymunity suffered two fatalities in comshypetition and two more non-racing accidents After a decade of good press racing was starting to see criticism in the aviation publications In 1933 and 1934 articles with such titles as Air Race Racket July 1933 Air Race Controversy December 1933 Death Stalks the Air Racers March 1934 and Dire Tragedy Attends the Races Ocshytober 1934 appeared in POPULAR AVIATION

GREVE TROPHY A bright spot in 1934 was the anshy

nouncement of the Greve Trophy The trophy was established by Louis Wilshyliam Greve president of the Cleveland Pneumatic Tool Company who in 1929 8JULY1991

lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550 cubic inch Shell Speed Dash and placed second in the Thompson

Gordon Israel who helped design the Howard racers designed and builtthe Redhead powered by a 544 cubic inch Menasco engine It was originally built with an inverted gull wing which was revised to the straight wing root you see here for the 1934 season

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

0 o (

~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

J

o c c o o

True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

- A~R-IJs-RJh_~ M~O m 0 bullbullbullbulllff

__0__ ~_ ANTIQUE CLASSIC CONVENTION NEWS

IT WONT RAIN ON OUR PARADE A HAPPENING FAMILY REUNION

The AIC Parade of Flighl starn lOday at 400 middotWe regara OshkOSll as a happenong and a gt m and rt won I rain on our parade middotWeII also family reunoon said Gloria Beecroft AIC marc nave fair winds and good wealhefmiddot predicled power chairman

Phil Coulson chairman of the evenl Gloria explained that the marl-pawer commrtmiddot

ApprOXimately SOplOnes will lake part in the ttyshy tee supplies all of the volunleers tor lhe Might line

oyslartlngwrth Vem Dollmanlna 1911 era Lincoln whch Includes Ihe wrng walkers bike nders ana

Beachy reconstruction Eddie Wagner who CNIf a~ne parkers SecurTly guarcls for the AIC and

and pllols the aNy ftyIng Spartan Cmiddot31s al$O In the Ultralight areas also come from the marl-pawer

lineup along wrth Ed Sweeneys MOOfe Taylor commrttee Gloria and herhusband Paul live in Long BeaCh Aerocoup Ihe only one like rt in the world still

CA and tell everyone they know from Califomla toflYing volunleer for AC Of course anyone wha wontsAircraft after a~craft will continue 10 tty-by in to work is appteciated and Gloria will find a jobchronolQglcal order unlillale 3Os mOdels Then fO any WIlling soul

planes are grouped by family and air speed so Uke many others Gloria and Paul keep coming

lhal Ihey are compartlble In lakeoH and landing back 10 OshkOSh because of the many gooc

Phil Coulson has been an EAA member SIf1Ce friends they hOVe mOde here Several years ago

972 a member of AIC Division since rts Inception they were middotadopfed by a family from Michiganand Parade of RIght Chairman for the past 15 and since then there has been some vISiting bock years and forth with them

The Beecrofts 01$0 hOVe gotten to know Farther JoIY McGIIlvary wha says the masses at the Theoshyler In the WoocLs and they tty him bock 10 Michishygan after the convention

Paul al$O has a job at the convention gIVing out WHArS YOUR TYPE the plaques They are earty aITTVers at the COlshy

The Type Clubs located In the tenl just souIih of vention (a week ahead) not aNy to help whershyever they can but also 10 see lhe many gooclhe AIC Red Bam invtteeveryone Interested in arl shyfriends they hOVe made hereIlque airplanes to visit

Peaple who own antique airplanes can get inshyformahon about parts maintenance aircraft for

THE INltRVlEW CIRCLE THANKSsale and air worthiness requiremenls of the FAA Mosl of lhese clubs al$O hOVe news lefters 10 keep The AIC Division and Chartle Hams would like to

memoers informed about their favome planes lhank the aircraft owners whO so far hOVe genershy

The Clubs at the tent this year are as follows ously shared their accampllShiments and planes

3elionca Aeronca Ercoup lntematlonal WACO wrth us by pomcipartlng In Ihe Interview Circle

ASSOCiation Curtiss Robin Short Wing Piper Club They are Martin Probst of Jacksonville FL 1946

nc Staggerwing Club National BIplane AsIocIQshy Fairchild 24 Warner powered Tom Collier

l ion Luscombe AsIocialion Cub Club (Piper) Jonesboro GA 1929 WACO ATO SIeve Givens

Fairchild Club and Inlematlonal Cessna AsIoclashy 1941 CulverCadet Bill Quinn BuCher JungmelSshy

tlon ler and Jim Rushing 1947 Luscombe BE

When your are looking for Bill Marcy Volunteer this is the man youre looking for

for a $3 00 donation to the AC division This can be done by contacting Bob Brauer at the Chapter Membership and Information booth or writing to him at 9345 S Hoyne Av Chicago IL 60620

EDITOR OFFSIDE I made a couple of errors in the past

two issues that Id like to correct First in last months news the photos

for Dave Bennett and Dave Marcy were swapped and both wound up with new identities The pictures on this page show you how Bill and Dave really look

Second Budd Conyers wrote to point out that the fine restoration of his Aeronca L-3 Defender was acshycomplished by the outstanding crew of Jim Kimball and his gang at Zellwood Florida not Joe Hindall and his people Jim and his gang also restored Bob and

The pioneers of the aircraft industry were a special breed Thank you for honoring them and keeping that spirit alive today in the EAA

EAA OSHKOSH CONVENTION NOTES

Convention goers can keep informed about AC activities and people by readshying AEROGRAMS the daily news sheet issued in the AntiqueClassic area and edited by Phyllis Brauer and Janet Bennett Copies are free and contain no advertising and may be obtained at the Chapter membership and Information booth the Red Barn sales area the Type Club tent the Airline Pilots Tent the OX-5 tent the AC divisions hospitality building and the show plane camping registration building

The AEROGRAM staff will also mail anyone the current weeks issues

The maLOave Bennett Co-Chairman of the AntiqueClassic Membership and Information Booth

Anne Lindleys Great Grand Champion Stinson SR-8E as well as the Best Biplane Stearman PT-17 of Bill Childers Joe Hindall and his crew resshytored the IlBC Aeronca Chief on floats flown by Bob Everts

My apologies to all and thanks to Bob and Phyllis Brauer and Budd Conyers for gently pointing out the errors bull

VINTAGE AIRPLANE 7

VI~TAf3~ LIT~VATUV~ by Uen nis Va-ks~ ~ Lib-a-y A-chives

Ui-ect()shy

THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 6)

1934 1933 was not a banner year for air

racing First there was the confusion of three large race meets in one year - two sanctioned ones and one maverick race that resulted in pilots being suspended Few new aircraft appeared and not many records were broken and the only trend in design seemed to be in mountshying higher horsepower engines

The same year the air racing comshymunity suffered two fatalities in comshypetition and two more non-racing accidents After a decade of good press racing was starting to see criticism in the aviation publications In 1933 and 1934 articles with such titles as Air Race Racket July 1933 Air Race Controversy December 1933 Death Stalks the Air Racers March 1934 and Dire Tragedy Attends the Races Ocshytober 1934 appeared in POPULAR AVIATION

GREVE TROPHY A bright spot in 1934 was the anshy

nouncement of the Greve Trophy The trophy was established by Louis Wilshyliam Greve president of the Cleveland Pneumatic Tool Company who in 1929 8JULY1991

lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550 cubic inch Shell Speed Dash and placed second in the Thompson

Gordon Israel who helped design the Howard racers designed and builtthe Redhead powered by a 544 cubic inch Menasco engine It was originally built with an inverted gull wing which was revised to the straight wing root you see here for the 1934 season

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

0 o (

~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

J

o c c o o

True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

gtlt

2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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THE NATIONAL AIR RACES THE GOLDEN AGE (Pt 6)

1934 1933 was not a banner year for air

racing First there was the confusion of three large race meets in one year - two sanctioned ones and one maverick race that resulted in pilots being suspended Few new aircraft appeared and not many records were broken and the only trend in design seemed to be in mountshying higher horsepower engines

The same year the air racing comshymunity suffered two fatalities in comshypetition and two more non-racing accidents After a decade of good press racing was starting to see criticism in the aviation publications In 1933 and 1934 articles with such titles as Air Race Racket July 1933 Air Race Controversy December 1933 Death Stalks the Air Racers March 1934 and Dire Tragedy Attends the Races Ocshytober 1934 appeared in POPULAR AVIATION

GREVE TROPHY A bright spot in 1934 was the anshy

nouncement of the Greve Trophy The trophy was established by Louis Wilshyliam Greve president of the Cleveland Pneumatic Tool Company who in 1929 8JULY1991

lawrence Brown designed and built the B-2 for the 1934 Nationals where it won the 550 cubic inch Shell Speed Dash and placed second in the Thompson

Gordon Israel who helped design the Howard racers designed and builtthe Redhead powered by a 544 cubic inch Menasco engine It was originally built with an inverted gull wing which was revised to the straight wing root you see here for the 1934 season

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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VINTAGE AIRPLANE 21

c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

had established the Aerol Trophy Race the first of its kind for women pilots

The 1934 Greve Trophy was a token of Mr Greves desire to encourage greater speed and efficiency in the lower power groups The trophy was for the pilot who had accumulated the greatest number of points during the three races for the 550 cubic inch displacement group The winning pilot must have continuously flown the same ship in each of the three races which made up the award The distance of the race was 50 miles 10 laps over a five mile course The contestants must have established a qualifying speed of 200 miles per hour or better in order to be eligible for each event

A QUARTER CENTURY OF COMPETITIVE A VIA TION In the 1934 National Air Race proshy

gram Clifford Henderson gave his thoughts on that years events The 1934 National Air Races have been conshyceived and are being developed to fitshytingly commemorate A Quarter Century of Aviation Progress - to properly portray the significance of this milestone of aviation advancement shyto emphasize the colorful inception shyto recognize the now firmly established utility of the airplane in the field of transportation and its pre-eminent prominence in the world of sport

Aviation is no longer a game It has proven itself a useful and vital factor in a thousand lines of business - in a thousand details requiring SPEED in transportation and UTILITY in moving THINGS and MEN Clevelandshyoften the focal point of epochal aviation achievement - again assumes the role of host to the major aviation competishytion - the fourteenth annual National Air Races

The true objective and hope is that the 1934 National Air Races will serve as a pleasant and profitable rendezvous for the pilots aviation technicians and laymen public interested in this great industry that it will build a broader confidence and acceptance of aviation - that it will serve as a convincing factor of englightenment and inspirashytion to the American public

TEN DAYS INTO FOUR

In 1934 Cleveland again furnished the setting for the National Air Races held August 31 to September 3 1934 over Labor Day weekend The normal 10 day program as in 1933 was conshycentrated into four days of intense ac-

Roscoe Turner failed to start the Bendix with his No 57 racer in 1934 but he would win the Thompson Trophy at 24813 mph

Steve Wittman won both of the 200 cubic inch races with the Pobjoy Special

The Menasco Super Buccaneer (C-6-S) installation on the Brown B-2 It was supershycharge to produce 300 hp at 2900 rpm

VINTAGE AIRPLANE 9

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

The brutish looking business end of Roscoe Turners racer carried the most power of any racer until that time the 1000 hp Pratt amp Whitney Hornet

tivity providing according to an ad in AERO DIGEST more grueling comshypetitions - more numerous innovashytions - and a greater concentration of the newest creations in racing craft ever before seen

The ad continued This years classhysic will be the most pretentious ever staged The program included Free-forshyAll competitions in all cubic inch motor classifications - and demonstrations of every phase of aviation Land Plane Speed Classics - Massed Flights shyForeign Flying Aces - Night Specshytacles - Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everybody in aviation will be in attendance

CROWDS The October 1934 issue of A VIAshy

nON remarked that the crowds were a surprise Race Habitues who foregathered at Cleveland in an atmosshyphere of skepticism amounting almost to pessimism were due for a shock The surprise came not from design novelties unveiled at the barrier nor from starshytling performances put up by last years revamped racers but from the crowds

10JULY1991

~

The Miles amp Atwood Special was cleaned up for 1934 Uncowled wheels were replaced by smaller panted wheels and the struts faired into the pants Lee Miles won the Greve Trophy and the Shell Speed Dash for its class at 22795 mph

The Hansen Baby Bullet No 3 powered by a Continental A-40

- crowds that choked all roads leading through turnstiles to fill the huge stands to the field (25000 cars counted on to capacity (close to 60000 was the Labor Day) - crowds that elbowed reported peak) bull

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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VINTAGE AIRPLANE 21

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

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As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

1934 NATIONAL AIR RACES

TEN DAYS INTO FOUR

AVIATIONmiddotS MOST COLORFUL SPORTS CLASSIC

Sanctioned by Nat ional A eronautic Assn

Aug 31 -Sept 1-2-3 CLEVELAND

Again Cleveland furnishes the setting for the National Air Races Again-this worlds premier sports classic will serve as the rendezvous of the industry

A ten day program concentrated into four days of intense activity presenting-more gruelling competitions -more numerous innovations-and a greater concentrashytion of the newest creations in racing craft ever before seen

This years classic will be the most pretentious ever staged The program includes Free-for-All competitions in a1I cubic inch motor classifications-and demonstrations of every phase of aviation Land Plane Speed ClassicsshyMassed Flights-Foreign Flying Aces-Night Spectacles -Autogiro Blimp and Parachute Jumping contests etc $35000 cash prizes and valuable trophies will be awarded

Here new worlds land plane speed records are destined to be shattered Here the industry will again receive inspiration for future progress and development Everyshybody in Aviation will be in attendance_

For information and details write Clifford W and Phillip T Henderson Managing Directors National Air Races 103 Terminal Tower Arcade Cleveland Ohio

They came not only from Cleveland - urged on by posters window disshyplays downtown ticket booths - but from elsewhere in Ohio and from many neighboring states Over 40 percent of cars counted came from outside of Cuyahoga County On Labor Day over 4000 foreign licenses were recorded

SCHEDULE The AVIATION article also menshy

tioned 1934s ability to keep events on time - a real problem with the 1932 Cleveland event A strictly enforced system of fines worked wonders in keeping the program of events on schedule After the management had cracked down on several delinquents on the opening day the news spread like wildfire among the contestants and from that time on there were no further interruptions during the entire meet The continuity was far better this year than it has ever been at any previous National Air Race it is not unshyreasonable to expect that with judicious selection and careful control some deshy

gree of overlap could be introduced and some closer approach be made to the interest holding qualities of the two- or three-ring circus

THE RACERS The lack of new aircraft was also

discussed in A VIA TION Airplane designers seeking new ideas for inshycreased performance were keenly disshyappointed as almost all of the ships in evidence had been seen at previous meets and came to Cleveland for the most part without modification Misshyfortune seemed to have followed several of the new planes designed parshyticularly for the races

The Granville Miller and DeshyLackner ship flown by Lee Gehlbach in the Bendix Transcontinental Race which had been entered without benefit of sufficient test flying and is listed among the entrants in the McRobertson race was forced to withdraw before reaching Cleveland but arrived at the airport after the expiration of the specified time limit for the Bendix race

An airplane representing the most adshyvanced stage of Ben O Howards design philosophy had been damaged in trial flights and could not be repaired in time to get to Cleveland

The time honored practice of clipshyping wing area was very much in evidence the chief example being S J Wittmans Chief Oshkosh in which the area had been successively reduced from 78 square feet to 42 square feet Control surface areas also had been reduced in many cases and several of the smaller airplanes were perceptibly unshystable longitudinally as a result of the close coupling and reduced stabilizer area

The Chester Special built for Art Chester by the Airplane Sales Corporashytion of Glenview Illinois and the Brown Special built for Roy Minor by the Lawrence W Brown Aircraft Comshypany of Los Angeles both Menasco powered were notable for excellence of finish bull

VINTAGE AIRPLANE 11

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

J

o c c o o

True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

gtlt

2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

Uwain VittenQe~~~ Ce~~na UC-7S

Dwain Pittenger looks over the cockpit of his restoration project before he gets started on his effort 12JULY1991

by Norm Petersen Few items in this world will cause the

pulse rate of a true antiquer to skip a few beats and then go into fast rhythm than a nicely restored aircraft that you just know is one of the surviving few This story is about just such an airplane a genuine Cessna Bobcat nee Crane nee Bamboo Bomber that is fast apshyproaching its 50th birthday

Restored by a Texas ag pilot named Dwain Pittenger (EAA 353900 AIC 15435) from Hereford Texas who operates a firm called Deaf Smith Aero Inc at the Hereford Municipal Airport the big Cessna twin took over three years of hard work to bring into show condition The firm name is not necesshysarily related to a person hard of hearshying the county in which Hereford is located is named Deaf Smith county

Originally built in 1943 as a World War II twin-engined trainer Dwains Bamboo Bomber was located in Julesshyburg Colorado where it had been owned by Mrs Floyd Daniels for overl5 years Licensed N64120 SIN 6185 the big twin required two full weekends of hard work to make it ferrishyable back to Texas where the rebuild

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

could begin The trip was completed without incident in four hours of flying time on September 25 1986

Not content with the old registration number Dwain had the Cessna reshyregistered N78UC denoting the Army Air Corps designation of UC-78 which stood for Utility Cargo Model 78 (N64120 has since been taken up by a distant relative -a Cessna 172 in Aurora Oregon)

The extensive restoration took three and a half years to complete with the first flight taking place on January 14 1990 As is so often the case with really good restoration work the big double breasted Cub flew like a homesick angel according to Dwain

The Razorback fabric covering was not removed during the restoration but due to an AD note the rib stitching had to be replaced All the old stitching was removed before new rib stitching was carefully done and the ribs were reshytaped Both fuel cells were removed for wood inspection and both wing walks were rebuilt and recovered

To bring the fabric to painting stage it was filled and sanded at least three times before the surface was ready for the final coats of Irnron Moon Dust and medium blue trim The resulting color scheme is very pleasing to the eye being accented by chrome plated spinshyners and polished propellers on the 245 Shaky Jakes

A new interior was tastefully done in blue and grey tones that combined to quiet the interior of the airplane and a new instrument panel was fabricated to allow a better positioning of the instrushyments and the modern radios All new water transfer decals were ordered from Noel Allard in Chaska MN and inshystalled on the panel to give it that finished look All controls and control wheels were refurbished to where the view from the pilots seat is one of a brand new airplane

In addition to new glass and windshields being installed the landing gears were completely dismantled cleaned re-lubricated and retraction systems re-rigged The grand total of hours used in the restoration was in exshycess of 3000 plus untold hours on the phone locating parts and pieces As Dwain says It has to be a labor of love Apparently the work has not been in vain because the Bomber has been taken to three airshows so far and it has returned with a trophy each time It is hard to beat a 100 winning combina-

The aft seat shows off the neatly done new upholstery

Resplendent in its Moon Dust with blue trim the UC-78 brightens the ramp at Deaf Smith Aero in Hereford Texas

tion The Cessna is one of only 100 Stinson V-77 Gullwing so you may remaining on the U S register out of rest assured that he still has something over 5000 built Dwain Pittengers to keep him busy on those long winter present project is the restoration of a nights bull

VINTAGE AIRPLANE 13

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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VINTAGE AIRPLANE 21

c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

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As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

Pioneer Airport The Meyers OTW

Labor Day weekend back in 1961 was CA VU for all three days in southern Minnesota I remember the circumstanshyces well Our newly recovered Tay]orcraft BC-12D ($610 - complete job) was available to make the flight breakfast at Estherville Iowa The 60 mile jaunt from St James MN took about 45 minutes on the cool clear crisp morning Nary a touch of the conshytrol wheel was necessary for the trip once the T -Craft was trimmed out

Parked on the flightline at Estherville was an interesting old biplane called a Meyers OTW NC34311 The owner Art Daniels was doing his best to sell the old girl He pleaded with me to take it off his hands for $2150 Somehow he could teU I liked the looks and feashytures of the Meyers I examined it closely right down to the Warner 145 Super Scarab engine The allshyaluminum fuselage was unique and the wide landing gear looked like a winner in the ground-loop department 14 JULY 1991

by Norm Petersen

I finally finished my pancakes and went over to inform Art that $2150 was too much money for that old hunk o tin and proceeded to fly home in the

T-Craft Needless to say I have regretted that decision many times since 1961

A month or two later Dick Martin

Norm Petersen begins to let the tail drop after a smooth wheel landing at Pioneer Airport

5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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VINTAGE AIRPLANE 21

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

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In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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5 u

Designed by AI Meyers to be a forgiving primary trainer the OTW shows off its simple lines

(EAA 62813 AIC 3099) bought the Meyers with two other pilots and flew it to Green Bay WI To this very day nearly thirty years later Dick still has NC34311 and is presently building a new set of wings (with its Modified RAF-15 airfoil) for it (At least there is one wise man among us)

When the EAA Aviation Foundation decided to activate their Meyers OTWshy145 NC34357 SIN 102 for Pioneer Airport duty I was asked if I wanted to get checked out in the neat old biplane (Do Norwegians eat lutefisk) I had a very difficult time waiting for the moshyments to pass until our check pilot Gene Chase could run me through the takeoffs and landings The long-throw shock struts really cushion the landing jolts - its almost uncanny how you can plant the wheels on the grass and then put the weight of the airplane on the gear Obviously the airplane was designed with ham-fisted students in mind

Conceived in the fertile mind of Allen H Meyers the OTW was probabshyly influenced by the thinking of noted aircraft designer Martin Jensen (EAA 100450) who barnstormed with Al Meyers in the early 1930s (Although along in years Martin Jensen still resides in El Cajon CA) There is little doubt that Al Meyers came by his talent honestly his father was a graduate of the ETH engineering school in his nashytive Switzerland (This same school produced noted aeronautical engineer Chris Heintz of Zenair fame)

The design and construction work on the OTW was done from 1933 to 1936 with the first flight of the prototype taking place on May 10 1936 at Wayne County Airport in Michigan Working towards CAA certification required another three years of hard work before the A TC 736 was issued in 1939 About this time a group of investors invited Al Meyers to relocate his budshyding aircraft company to Tecumseh Michigan southwest of Detroit Once the move was made the name of Meyers Aircraft Company became synonymous with the town of Tecumshyseh Michigan

Al Meyers and his small but hardshyworking crew built just over 100 OTW biplanes during the 1939-1943 period with most of them going to the Civil Pilot Training Programs around the uS The rugged OTW was often used for aerobatic training and acquitted itself well in that role

VINTAGE AIRPLANE 15

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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VINTAGE AIRPLANE 21

c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

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i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

Among the many dedicated workers at Meyers Aircraft Company were three notables who made significant conshytributions Ray Betzoldt Pard Diver and Otto Meier Both Ray and Pard have been working on Meyers aircraft for fifty years

Four different powerplants were used on the OTW (which stands for Out To Win) models The Warner 125 hp and 145 hp models were most common with one OTW powered with a Ken-Royce 120 hp engine The later models used a Kinner five-cylinder engine of 160 hp As the surviving Meyers OTW aircraft have been restored over the years (the FAA Register lists 55 Meyers OTW aircraft) many have been upgraded with Warner 165 hp engines for a little more spritey performance

The OTW is a two-place tandem open-cockpit biplane with an ovalshyshaped fully monocoque aluminum fuselage The wings are constructed of spruce spars with wooden ribs and covered with fabric Total wing area is 262 square feet which gives a very low wing loading of 65 pounds per square foot All controls operate on ball bearshyings which exude a unique feeling of smoothness to the pilot The large ailerons arelilstalled on the lower wings only and are quite adequate for the aircraft One has to be careful on crosswind landings as the lowered wing had a limited amount of ground clearance and the wingtip can often be very close to the ground

Perhaps the finest part of the entire airplane is the long-throw landing gear that really does its job to absolute pershyfection Not only is it wide enough to limit the groundloop tendency but the soft cushion of the internal spring in the long shock strut allows soft takeoffs and supersoft landings Perhaps the term landing on a pillow is the closest vershynacular as the normal hard bumps of landing any airplane are just not there In addition the wheels (650 X 10) and brakes were made by the Meyers Comshypany to their own specifications and help the soft landing gear in the perforshymance of the airplane The harmony between the various parts of the aircraft serves to make flying the OTW such a delight It is obvious to the pilots that AI Meyers knew his onions when he designed the OTW

The EAA Aviation Foundation 16JULY 1991

Dick Martin of Greey Bay Wisconsin with AI Meyers during the annual fly-in at Meyers Airport about 1965

Meyers OTW N34357 SIN 102 was assembled as a personal airplane for Al Meyers himself in 1944 It was made up from parts on hand including two fuselages that were riveted togetherjust behind the rear cockpit It remained at Tecumseh during the next 25 years and was always the host airplane for the Meyers Fly-In each year when pilots would return to Tecumseh for a gathershying of the cIano Al Meyers flew the biplane until illness caught up with the designer in the late 1960s He passed away in 1968 His lovely wife Nydia Meyers was instrumental in helping the estate to donate N34357 to the EAA Aviation Foundation in 1972 At the time the airplane was out of license so Harold and Janet Lossner (EAA 74313) long time Meyers aficionados from Des Moines Iowa volunteered to disasshysemble and transport the OTW from Tecumseh Michigan to Hales Corners Wisconsin The wings and tail surfaces were recovered in the EAA restoration shop and the OTW was placed on disshyplay in the former EAA Museum

Once the aircraft was moved to Oshshykosh in 1983 it was gradually readied

for its stint as a Pioneer aircraft The center section was recovered and the cylinders on the 145 Warner were overshyhauled In addition the aluminum fuselage was polished until it matched the polished aluminum landing gear strut fairings With the orange wings and horizontal tail surfaces it is a most attractive biplane

Dick Martin of Green Bay reports that most OTW airplanes left the factory with some shade ofyellow on the wings all the way from lemon yellow to orange in color It is nearly impossible to point to a particular aircraft and say it is facshytory original in color because there were so many different shades used

Having formerly been Al Meyers personal airplane N34357 does have some extras on it that are very nice An electrical system with a push button starter is real class It also has a wobble pump for building up fuel pressure and a retard system on the left magneto for starting the engine without the usual kick-backs Perhaps the only drawback to these niceties is the reduced useful load - only 296 pounds left for the pilot and passenger - so one has to watch the size of your passenger

Flying the OTW is a most pleasant experience as the performance is first rate and the handling qualities are smooth and predictable The Warner 145 (499 cu in) is a very willing engine and pulls the Meyers along at about 105 to 110 mph cruise Yet the airplane can slow down easily and the good handling characteristics continue right on down to the stall at about 45 mph Landings are almost anti-climatic as the soft gear soaks up the impact and makes the pilot look like a pro The sound of the Warner with its low-pitched radial rumble (much akin to a hibernating bear) makes the OTW sound like an airplane is supposed to sound

A perfect airplane for the Pioneer Airport crowd to observe and listen to the Meyers OTW was the product of a young farm lad turned airplane builder who followed his instincts to build a better airplane The perfection of design has been coming to light ever since Fifty years later we all realize that AI Meyers was a genius in his own beautiful way Like I told the guy in 1961 $2150 is too much money for that old hunk a tin bull

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

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As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

Pioneer Airport Opening Weekend

by Norm Petersen The Weather Gods smiled on

EAAs Pioneer Airport as the crowds gathered on May 11 and 12 1991 for the Grand Opening of the 1991 season Unseasonably warm and mild temperashytures brought on by bright sunshine and southerly breezes allowed the two-day event to expose the excitement of a 1930s airport scenario to a crowd that was estimated between three and five thousand excited folks

Highlighting the antique effect was a rather large display of expertly resshytored automobles from the 1920s and 1930s and even a restored Indian Chief motorcycle complete with sidecar The Fox Valley Classic Car Club did a fine job in making a sigshynificant contribution to the weekend festivities

Saturday April 27th was spent cleanshying the huge Pioneer Airport hangars and carefully re-arranging over 50

aircraft to present a good appearance to the public yet allow the flying aircraft to have easy access to the flight line A most willing crew of EAA volunteers responded well to the c9mmands of (Master Sergeant) George Blechel who not only volunteers huge chunks of time throughout the year as a museum docent he also works part time during the season as the Pioneer Airport Operashytions Chief George has that innate abilshyty to get the job done in spite of all-volunteer help He is a master at urging people on to where they literally look forward to enjoying the job at hand To give you some idea of the magna tude of the effort heres who was there to lend a helping hand Ken Apshypleby Len Mirkes Jeanne and Dick Hill John Medved Nat Perlman Susie Kading Don Vogel Elmer Richardson Bob Lumley Gene Chase George Danfman Bill Mitchell Wayne Johnson Otis and Mark Lokken Paul

and Nick Coletti Randy Hytry as well as a crew from EAA HQ including Bob and Paul Mackey Vic Goyke Norm and Loretta Petersen Vern Lichtenberg Kyle Barnhart Greg Anderson Carl Swickley HG Frautschy and Ron Twellman With that many hands quick work was made of the task at hand even with the rain showers that tried to drench us all Thats quite a cast Many of these same folks would be there to lend a hand for the opening weekend in addition to Dorthy and Buck Hilbert Roger Gomoll Jeff Plitt Ron and Phylshylis Anderson Vincent Weisensel Carl Eichenauer and his son Helen Lord Burr Kathy Weinzierl Jim Grist Mary Leivian Henry Kimberly Tom Kriege Virginia Kruse Harvey Moss and Jayme Olson who all volunteered to help on opening weekend

A special announcers stand was conshystructed for the EAA Public Relations crew to keep the crowd informed as to

VINTAGE AIRPLANE 17

what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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what was happening during the entire weekend John Burton and (01 Silver Tongue) Steve Buss both complete with carnival barkers costumes did an outstanding job especially for their first exposure to such a diverse crowd intershyspersed with airplanes taking off people-mover trams rolling by and youngsters hollering for more ice cream VINTAGE AIRPLANE editor HG Frautschy helped out with addishytional announcing duties

An additional star attraction for the Pioneer Grand Opening was the prototype Aerocar I designed and cershytified by Molt Taylor of Longview Washington Recently restored to flying condition by the Emil Buehler Trust in Ft Lauderdale FL the bright yellow and polished aluminum machine was a unique addition to the weekend festivities And to add credence to the occasion Molt Taylor and his lovely wife Neil were on hand as very special guests to accept plaudits from the entire crowd and answer at least a million questions about the Aerocar This fasshycinating couple has spent a lifetime in aviation and can only be spoken of as the salt of the earth Married for 52 years Molt and Neil began their life together by ferrying two Luscombes at a time from New Jersey to their Long Beach CA dealership in 1939

Other activities at the Pioneer Grand Opening included a hot air balloon parachute jumpers with Gerry Walbrun making smoke rings with his T -6 a musical jazz band and an old fashioned ice cream social Veteran EAA pilot Gene Chase made the fly-bys with the Aerocar as well as the newly completed Spirit of St Louis replica Paul Poberezny inaugurated the Ford Trimotor rides from Pioneer Airport personally signing many of the flight tickets Captain Dick Hill made many

Vintage planes and vintage cars set the atmosphere for the opening weekend of Pioneer Airport

of the passenger flights with his lovely wife Jeanne selling the tickets This was a first for the Foundation Ford and it has been announced that weather pershymitting the Ford will be available for rides every weekend throughout the Pioneer Airport flying season Other vintage aircraft flown each hour inshycluded the Meyers OTW Lincoln PTshyK Piper J-4 Cub Coupe and Ed Wegner with his immaculate Spartan C-3 biplane as well as Charlie Bell and his former Grand Champion Fairchild 24W Mark Lokken and his Heath Parasol showed the crowds what the word ultralight meant in the early 1930s

A new artifacts storage hangar with an attached managers office is being constructed on the Pioneer Airport site and should improve the area a great deal Janet Vette and the SNC Foundation is sponsoring the Pioneer Airport Artifact Storage Facility with a pledge of $50000

The EAA Aviation Foundations Ford Trimotor completes another flight with a planeload of happy passengers

5 u

18JULY 1991

This area will be dedicated to the memory of John L Vette Jr one of Oshkoshs early aviators A $30000 contribution in honor of Dale Crites for the construction of the Airport Managers office had been pledged by David Lau and Aunt Nellies Farm Kitchens Other contributions to this exciting new addition to this area of Pioneer Airport include a $10000 conshytribution from Bill Rose $10000 from RW Kaplan and $10000 from John and Dick Bergstrom The Board of Directors of the AntiqueClassic Division voted to approve a $5000 conshytribution towards both new buildings at Pioneer Airport Workspace for the museum staff will definitely improve with the new addition and a new Barnstorming Theater will add to the color of the weekends

All in all the excellent weather and the mood of the large crowd combined to make a memorable weekend We look forward to the many weekends coming up and encourage any and all folks who would like to help out for a spell please volunteer your services It will give you a real feeling of satisfacshytion See you at Pioneer Airport

Pioneer Airport at the EAA Air Adshyventure Museum is in operation every weekend (weather permitting) throughout the summer and faLL with flying ending on the 1st weekend in Ocshytober Full size aircraft flying is suspended during the Giant Scale RIC model contest the weekend of Septemshyber 22 and no flying takes place during the EAA Convention We look forward to seeing you there bull

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

J

o c c o o

True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

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As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

Waco 10 (GXE) NC3807 SN 1197

This photo of a sharp looking Waco 10 with a bright red and dark blue paint scheme was sent in by Harold Salut (EAA 92575 AIC 1772) of Bemidji Minnesota A former PBY Black Cat pilot from WW II Harold restored the Waco and enjoyed its company for twenty years 1955 to 1975 The Waco is presently registered to George Dray of Dallas TX and is one of 41 GXE models still on the U S Register

Harold Salut is the author of the book Fragile Wings and Gentle Giants a beautiful book about the barnstorming and airshow days of the 1930s in the western U S and Canada This 75shyyear-old pilot has had a fantastic career in aviation that spanned sixty years and over thirty thousand hours of flying

Piper Super Cruiser N3461M SN 12-2316

These two photos of a pristine PA-12 Super Cruiser were sent in by owners Mike and Nancy Murphy (EAA 298870 AIC 12541) of Columbus MS Mike reports the PA-12 was purchased in 1989 following another party doing considerable restoration work on the bird from 85 to 87 including the addishytion of PA-18 stabilizers and elevators The Murphys added a new interior avionics and overhauled the instrushyments The Cruiser still has the original 108 hp Lycoming 0-235C and both aircraft and engine have 1280 hours since new They report the airplane flies very nicely and the transition to tailwheel flying was relatively painless

VINTAGE AIRPLANE 19

Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

J

o c c o o

True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

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i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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Faust 301 NS901V SjN 301 Here is an airplane to stump the exshy

perts This rather neat looking machine is a cross between a PA-12 Super Cruiser and a Fairchild 24 It was conshystructed by Elmer Faust of Cody Wyoming back in the 1950s (It was featured in the May 1957 Experimenter magazine) It is presently owned by Al Peterson ofWasilla Alaska who sent in the photos The fuselage and wing are PA-12 but the additions include PA-14 flaps PA-18 tail feathers Fairchild 24 landing gear (with extended PA-12 gear legs) five-gallon oil tank behind panel and a 165 Warner Super Scarab cowled with a Cessna Airmaster ring Two of the upper cylinder baffles are plastic which help the visibility during landing and taxi work

The three place aircraft does a good job of hauling a load gets in and out of small places and of course sounds like an airplane is supposed to sound Al Peterson reports he is looking for a new home for this unique bird as he would hate to see it end up on a forlorn sandbar in the Alaskan bush If you can give the Faust a good safe home call Al Petershyson at 907-376-0146 in Wasilla AK

This pretty Piper Pacer N 1620P SIN 22-2434 (converted Tripacer) is owned by Ron Willke (EAA 122098) of Edshywards CA While he was off flying F-16 fighters in Korea his friend Brian Bristol (EAA 93121) a flight test enshygineer at Edwards AFB flew the Pacer to Oshkosh for the big EAA convention This photo was taken during a stop over at Ainsworth NE Brian who at one time worked for INA V in Oshkosh reports the Pacer is a dandy cross country machine and he enjoyed the long trip to Oshkosh and back 20 JULY 1991

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

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~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

J

o c c o o

True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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VINTAGE AIRPLANE 31

The Hendersons And Their Piper L-4

During World War II the light airplane would contribute to the war effort in a way that many would not have believed just a few naive years before At a Washington meeting Wilshyliam T Piper Sr remarked that the light airplane had not been given the chance to show what it could do for the military Later he and representatives from Aeronca and Taylorcraft would agree to put on a demonstration for the Army A few forward-thlnking individuals both in and out of the services could see the usefulness of a low and slow aircraft for the purpose of artillery spotting includshying Lt Colonel WW Ford a field artilshyleryman and a light plane pilot who wrote a thought provoking discourse proposing the use of a light plane for artillery spotting and aerial observation His efforts as well as the work of W T Piper Sr and others finally paid off in an invitation to light plane manufacshyturers to participate in the us Army maneuvers at Camp Forrest Tennessee in the early summer of 1941 The use of the light airplane would be proven in these and subsequent trials As told by Mike Strok the edi tor of the L-4 Grass-

by HG Frautschy

PIPER ARMY LIAISON

A two-place plane used also for primary training

lt

0 o (

~ L-__________________________________________________________~~

VINTAGE AIRPLANE 21

c o E ii

J

o c c o o

True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

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2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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c o E ii

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True to every detail the stenciling on the side of the boot cowl show the amount of care taken by Dave and Paula Henderson in the restoration of their l-4

hopper Wing Newsletter of the Cub Club the Grasshopper got its name early on At the maneuvers held that fall at Fort Bliss Texas Major General Innis P Swift looked out the flap of his tent at a Piper 0-59 bouncing through the mesquite and grass clumps of the west Texas hills After the landing he remarked to the pilot Piper employee Hank Wann You looked Like a darn grasshopper when you landed that thing in the boondocks and bounced around The name stuck for the durashytion and would be adopted by the Army field artillery and infantry as the unoffishycial title of the light plane class

The order for the L-4 was cut in February 1942 and on June 6 1942 the die would be cast setting the standard by which all other liaison aircraft would be judged On orders from the Secretary of War Frank Knox Brigadier General lH Edwards would send a memo to Lt General Lesley J McNair the Commanding General of uS Anny ground forces In the memo after authorizing the inclusion of 2 liaison aircraft to each Field Artillery unit as well as other assignn1ents he said

The airplanes will be commercial low performance aircraft ofthe Piper Cub type

The little Grasshopper would earn its keep in the military in WW II for many of the same reasons that it worked so well in civilian hands - it was slow and maneuverable generally very relishyable and easily maintained and it was in

22 JULY 1991

the hands of highly skilled and specially trained pilots able to land in small unimproved strips It would enable these pilots to perfonn their assigned missions as well as many more that would be improvised as the situation demanded

The Piper Cub would be destined to be the most prolific Grasshopper in the second World War Almost 5600 of the L-4 family would be delivered to the uS Anny Air Forces with 200 serving with the uS Navy Others in the Piper Cub line would serve including the Piper HE-1 air ambulance a variation of the J-5C Cruiser The L-4 would be the Iightplane that would earn the affection

of many servicemen and women during the war It would be put on floats skis or wheels meeting the Armys needs when called upon Many people are not aware of one other launch and retrieval method one that many thought went out with the Curtiss Sparrowhawks on the airship Macon Everybody remembers the stubby little fighters that were launched and recovered in mid-air by using a hook on the airplane and a trapeze on the airship How many of you know about the Brodie Device This ingenious contraption consisted of a cable and hook system that allowed the launch and recovery of an LA without it ever having to touch the ground A Navy LST (Landing Ship Tank) rigged with poles and the cable could support naval shelling with LAs that were launched and recovered with the Brodie Other LSTs would be modified to become Poor Mans Flatshytops with the addition of a wooden flight deck With a 10 knot wind on the nose and a slightly downhill ramp the Cub could be off the deck in 50 yards From there they would proceed to small strips along the beachead to land after accomplishing the mission

Stories about L-4 exploits are legenshydary From the delivery of blood plasma to the pounding of Gennan tanks with bazookas mounted on the wing struts the Cub in war clothes performed whatever task it was called upon to exshyecute In The Stars And Stripes newspaper of November 6 1944 writer Earl Mazo detai led the exploits of Major Carpenter of Moline Illinois known sometimes as Bazooka Charlie who

How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

gtlt

2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

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How about an original checklist in the original plastic holder The panel for the L-4 should look very familiar to any Cub pilot

had 4 tanks to his credit The L-4 could also help ground troops out of a desperate situation According to this same story Lieutenants Egbert Peters and John Cramer saved a Sherman tank crew by dropping a hastily-sketched situation map enabling the tank to get into position to beat off attacking Gershyman armor Until the advent of the helicopter few aircraft could offer the low speed utility the L-4 could boast

The LA would serve in both theaters of operations throughout the war until it was slowly augmented in some areas by the Stinson L-5 which had a better load carrying capability as well as a better performance at higher density altitudes

Its 49 years later and as I walk down the showplane line at Sun n Fun 91 Dave and Paula Henderson have just arrived With just a glance you could almost hear the crackle of radio calls and the sharp crack of field artillery back in 1943 Built in 1942 the Hendersons L-4B is one of the most original liaison restorations seen anywhere right down to the 800x4 Cub tires and the trailing wire antenna comshyplete with wind cone This particular L-4B one of the first 100 built was delivered in July of 1942 at Ft Sill Oaklahoma Used for flight training of Army Air OP (Operations) pilots it would remain in the USAF inventory until May of 1956 when it was transshyferred to the Civil Air Patrol It was finally surplused in 1973 This is Dave and Paulas third L-4 restoration We

that one had 195 hours of actual combat time on it We learned a lot of things about what was authentic and what was not on that one so we carried those over to this one here Dave explained The Henderson couple make their living at the Henderson Air Ranch in Felton Delaware They specialize in the resshytoration and repair of Piper J-3 Cubs and usually have a bevy of Cubs waiting to get their wings in the hangar They both gave me the tour as I checked out their handwork Its got a Continental A-65-8 which is the original engine the airplane was delivered with All the components of this airplane are the original components of it with the exshyception of the stabilizers which were

too rotted out to use Other than that all of the parts came on the aircraft Its not too often you get an aircraft these days without it having some parts replaced But wait It gets better This LAB has the original Sensenich five laminate prop which Dave tells me is a very rare prop to see with the Lititz Pennsylvania decals on em Sensenich has long since moved their operation to Lancaster PA

The authentic color scheme on the L-4 is accurate too The aircraft has markings for the 82nd Airborne Daves research indicated they had a contingent of eight aircraft in England France and Germany during World War II They were used for special purposes as well as artillery observation Dave and Paula painted it with the original factory type colors - olive drab with the gray on the bottom and invasion stripes that were used during the Norshymandy invasion to identify the aircraft so it didnt get shot down by friendly fire One of the only changes for the sake of longevity is the covering Its covered with Ceconite and finished with Randolph dope and theyve matched the colors Randolph was the original producer of the paint for Piper and they matched the paint exactly to the old specifications About the only other change they made was also made in the interest of keeping the airplane in one piece - they installed a full swivel tail wheel The full swiveling action also makes it a lot easier for Paula to handle the airplane as she womanshyhandles the L-4 in the hangar Paula The L-4 is Paulas airplane and fly it she does According to Dave she flies

had done an L-4H before this one and Dave and Paula Henderson of the Henderson Air Ranch in Felton Delaware

VINTAGE AIRPLANE 23

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

gtlt

2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

ANTIQUECLASSIC MEMBERS Help your division expand and grow by recruiting new membersshy

Youll want to check out the colored insert in this months issue of VINTAGE AIRPLANE

for details on how YOU can earn gifts and recognition while working for YOUR Division

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VINTAGE AIRPLANE 31

it well and as often as she can The restoration is complete with the

entire airframe stripped and all hardware replaced including the conshytrol cables Even on a simple airplane like a Cub its not a task to be taken lightly and particular attention was paid to the steel tube fuselage

With a regular restoration you norshymally only have to worry about finding airplane parts but with an L-4 you have to contend with finding items like a field artillery radio Thats when you start scouring the military memorabilia colshylectors and surplus sellers hoping to find just the right item to make your restoration complete In Daves case the search was on for a BC659A2 radio set As Dave explained They produced these aircraft at the factory with HF radios and they found that they worked fine in the States but nobody that the L-4 pilots wanted to talk to were on the same frequency All the artillery units were on different frequencies so instead of getting new radios with new frequencies they simply grabbed all the radios out of the jeeps boltedem down on the back deck and threw the whip antenna up through the roof and they had their radio The battery pack was mounted underneath the front seat Later that seemed to be a field modishyfication that was done on all the LAs

Details usually will determine how successful a restoration is and the Hendersons L-4 is loaded with them How about an original silk parachute used now as a seat cushion or the checkshylist carefully contained in an original plastic holder The stencils marking the servicing requirements of the engine are flawless But the one detail that stands out the most is the cone on the radio trailing wire antenna Dave agrees The cone is probably the most unique item on the aircraft You can see that the cone is a real fragile piece and so during the war you imagine flying around with that cone back there its going to get tom up quite easily As far as we know weve never seen another one in existence - never heard of another one in existence Were scared to death that somebody will wal k by and grab it and play with it or something but it does need to be on the aircraft for display purposes

Made out of a semi-clear transparent plastic the cone has a metal beading around the outside with a small fitting for the wire in the center According to

O tyl th fi tmiddot tall d Dave thIS s e was e Irs IUS e on

24 JULY 1991

gtlt

2a ~ ~

Myriad details in the aft cockpit earned the Reserve Grand Champion Antique Award for the L-4 at Sun N Fun 91

the L-4 It proved to be a bit more expendable than the military preferred They would later go to a fabric windsock and then to a plastic cone with a hole all the way through conshyfigured like a rigid windsock

Like any other Cub the L-4 holds 12 gallons of fuel and goes very slow shy73 miles an hour But it climbs well as Dave and I found when we went out for a late afternoon photo mission at Sun n Fun We climbed up to almost 7000 feet to get on top of the haze layer and the L-4 probably would have kept right on going a bit higher but we both were getting cold Even in the Florida heat you can still find a place where its nice and cool Dave got the worst of it in the back seat where the L-4 shares another less prestigious trait of the Cub Few doors on light airplanes leak air more

~

~ ~ ~

In addition to the 82nd Airborne markings the L-4 features this original trailing wire antenna cone

than a Cub When it was all over and the prizes

had been awarded for this year at Sun N Fun 91 Dave Henderson and his pretty pilotwife Paula had been honored with the Reserve Grand Chamshypion Antique award Trying to keep at least one step ahead of the weather they were already working their way up the East Coast towards their home base in Delaware looking forward to the next project Ill bet you can all guess what that will be A Cub of course bull

Wevejustscratched the surface ofthe liaison aircrafts contribution to the war effort and the diverse group ofmen who prevailed upon the Army to let them show what a lightplane could do given the chance Ifyoud like to read more about the Piper L-4 and other liaison aircraft in WWII the new book The Fighting Grasshoppers by Ken Wakefield was a great resource in preparing this article The book is available from EAA for $2995 plus $450 SampH Call 1-800843shy3612for ordering information Another book that was a big help in the writing was Devon Francis Mr Piper AndHis Cubs It is no longer in print but pershyhaps your local library or a friend has a copy Finally my thanks to Mike Strok the Editor ofthe U L-4 Grasshopper Wing Newsletter ofthe Cub Club for his exshypertise Mike was a Piper employee and was called up to active duty from the reserves in 1942 He was one ofthe first 50 Artillery Air OP pilots trained and qualified by the US Army He proved to be a very resourceful L-4 pilot during the war Once in order to drop supplies to stranded troops he and his crewjury rigged a bomb drop mechanism to his L-4 and then made supply U bombs to get the much needed supplies to the Marines on the ground below Even with altered flying characteristics the Cub and Mike were able to complete their mission Id urge anyone who would like to learn more about liaison aircraft to read these books as well as the U L-4 Grasshopper Newsletter H To join the Grasshopper Wing ofthe Cub Club contact L-4 Grasshopper Wing Po Box 2002 Mt Pleasant MI 48804-2002 Duesare$lOooperyear Another newsletter covering a wider range ofaircraft types is Bill Strattons International Liaison Pilot and Aircraft Association H Drop an SASE to Bill at 16516 LedgestQne San Anshytonio TX 78232 for more information

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

ANTIQUECLASSIC MEMBERS Help your division expand and grow by recruiting new membersshy

Youll want to check out the colored insert in this months issue of VINTAGE AIRPLANE

for details on how YOU can earn gifts and recognition while working for YOUR Division

CALL TOLL FREE ORDER LINE 1-800-323-0611

The only system available using 100 pure polyurethane primers and paints I

an outstanding collection of premium quality aircraft Lowest cost system using the least amount of Finishes building and renovating products

ever 50 Labor Savings over any other system I 0 Please send me the Superflite Catalog I have enclosedSYSTEM II FEATURES my checkmoney order for $5 which I understand will bebull High Gloss Finish bull Finishes Smooth as Glass I credited to my first purchase of $50 or morebull Non-Burning bull Superior Chemical Resistance bull Easy to Repair bull All Popular Aircraft Colors in Stock I Name _________________________bull Long Life Flexibility in All Temperature Ex1remesI---------------~--I Address _______________________

Lightweight Aircraft Fabric I City ______

Available exclusively from Superflite SF 95X Aircraft Fabric I State Zip

Only 16 per square yard makes this truly the lightestaircraft fabric you can buy Its strong Over 90 pounds I Return your completed coupon to

l~~i~~~~~ngh1~~~hcid~~~~n~s of $695yd m~~Ii~ra Blvd bull Elk Grove Village IL 60007

AIRCRAFT SUPPLIE of service Everything in plane sight

~~~~~~~~~~~~~~

The Superflite Catalog has everything you need for yourI personal aircraft project The all new 304 page catalog isbull Great Labor Savings bull Six Coat Application bull Lightweight bull Less Coats bull Positive Adhesion bull Peel and Crack Resistant The Dac-Proofer Finishing System Features DAC-PRDDFER- A first coat special adhesive coating of great strength and flexibility SPRA-FILL - Aspecial high solid and plasticized nonshytautening CAB dope Combines the function of clear and aluminum coats

The above coatings specially designed to ensure positive adhesion to fabric at 40degF below zero In use world-wide for over three decades

NEW CANADIAN SERVICE IN CANADA Call 416-677-411Z

I + ( J f 1( ) ) 7 r)( I bull t

(

VINTAGE AIRPLANE 27

INC Aviation Underwriting Agency

Po Box 35289 bull Greensboro NC 27425

BecOllle A Menlber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

ULTIMATE WHEELPANTS

Custom-designed or choose from stock of antiques homebullts and ultralights High-strength seamless hand-laid S-glass wllil primer gelcoat Call for free brochure or estimate

HARBOR ULTRALIGHT PRODUCTS 1326 Baley Pla ce Harbor City CA 90710

(111) 116-S609 Fax (lll) 5l0-1114

Where The Sellers and Buyers Meet

A new classified ad section in THE VINTAGE AIRPLANE

25e per word 20 word minimum Send your ad and payment to

THE VINTAGE TRADER EAA Aviation Center

PO Box 3086 Oshkosh WI 54903-3086

~

Where The Sellers and Buyers Meet

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I EAAAlR ADIlENTURE

MUSEUM 1M OSHKOSH WI

25e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center

Oshkosh WI 54903-2591

AIRCRAFT

Mooney Mite - Continental 65 300 SMOH good records $8800 CT 203491-2591 (7-3)

ENGINES Continental E-185-3 - Complete accessories 1625 TT 850 SMOH Best offer or will part out accessories 708832-2496 (7-2)

HANGARS AIRPLANE HANGARSSTEEL ARCH BUILDINGS - made in USA factory direct Compare prices and options then see some building companies distribute buildings that are made in Canada Or Japan Ours is 100 American made (we will not be undersold) ATLAS STEEL BUILDINGS CORPORATION 1-800338-8457

OPEN - Monday through Saturday 830 am to 5 p_m - Sunday 11 am to 5 pm CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAA AVIATION FOUNDATION EM Aviation Center PO Box 3065Oshkosh WI 54903-3065

414-426-4800 (Weekends 414-426-4818)

MISCELLANEOUS

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviatio public We appreciate your help Write for your free price list Virginia Aviation Co PDv-8 Box 294 Warrenton VA 22186 (c11-90)

FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved lighted instrument runway on two acres of land which includes four tiedowns and free hangar for two years_ 49 nm from Pease VOR (NY sectional) Centrally located to Boston Manchester NH and Portland ME Easy access to 1-95 207439shy4922 days 207439-4052 evenings Ask for Jack or Jean Hardy (7-4)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

NOW AVAILABLE 11

Buy your copy ofthis outstanding videoshytape available exclusively from theEAA A viation Foundation

M PAUL HARVEY AUDIOmiddot VIDEO CENTER

EAA Aviation Foundation

This 30-minute video chronicles the 40-year history of one the best-known

flying automobiles--the AEROCAR Produced in cooperation with designer inventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR--the roadable airplane

$2495

AEROCAR GIVING THE AUTOMOBILE ITS WINGS IS AVAILABLE BY CALLING

1-800-843-3612 OR STOP AT THE EAA AIR ADVENTURE MUSEUMS

AERONAUTICA GIFT SHOP

ASK ABOUT ADDITIONAL SAVINGS THROUGH THE EAA AIR ADVENTURE VIDEO CLUB

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

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

by Buck Hilbert (EAA 21 AIC 5)

PO Box 424 Union IL 60180-0424

Talk about a dilemma What do you do about answering letters like the two I have printed here Im flattered to know that VINTAGE AIRPLANE is being read as far away as Nigeria but what credence can I grant to either of these individuals I havent yet decided how to approach this one Any psychiatrists out there If so Pass It To Buck

Dear Buck Hilbert I am very happy how I saw your

picture and your name in 1990 VINTAGE AIRPLANE magazine very interesting My main opinion of writing to you is to tell you about my need I will like to be your friend I like to be a pilot but I dont have any body that will help me and give me advice about it Since you are a member of EAA I hope you will help me in that

Please Sir I want to beg you someshything important to me Can you send to

me that EAA cap or any thing from EAA even their magazine My interest is much more in aviation if it is not possible you live it I will like to tell you something that is bad which I dont like Three boys living near me at Nsukka saw me when I was reading VINTAGE AIRPLANE magazine and they told me to give them to read and I gave them and they took it to run away and I hold one of them and they started biting me Then they went and copyed all the adshydress in it and then they gave me back the magazine and they told me that they are going to write to you for you to send them the magazine and publish thier name in the VINTAGE AIRPLANE or in SPORT AVIA nON magazine Their names are (Vicent Ogbolu and Basil Okoje) please dont reply their letter please I beg you How about EAA center I know every thing is allright I hope I will visit their one day in my life send my greetings to everyone of them

also send my greetings to every member of your family Thanks

I love you especially your plane Yours Friend Solomon U Maduagwuna Write soon

Dear Buck I hope you will not be too surprised

to receive this letter Although I have never written to your company before my name is Arinze Charles a 17 year old boy I am in senior secondary 5

I got your address from my when I gone through your magazine and I am interested knowing about your comshypany Please endeavour to send me your magazine and any other sendable thing that will please me

I will be greatful if my request is granted

Thanks for your co-oporation Yours faithfully Ukwe Arinze

VINTAGE AIRPLANE 25

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

ANTIQUECLASSIC MEMBERS Help your division expand and grow by recruiting new membersshy

Youll want to check out the colored insert in this months issue of VINTAGE AIRPLANE

for details on how YOU can earn gifts and recognition while working for YOUR Division

CALL TOLL FREE ORDER LINE 1-800-323-0611

The only system available using 100 pure polyurethane primers and paints I

an outstanding collection of premium quality aircraft Lowest cost system using the least amount of Finishes building and renovating products

ever 50 Labor Savings over any other system I 0 Please send me the Superflite Catalog I have enclosedSYSTEM II FEATURES my checkmoney order for $5 which I understand will bebull High Gloss Finish bull Finishes Smooth as Glass I credited to my first purchase of $50 or morebull Non-Burning bull Superior Chemical Resistance bull Easy to Repair bull All Popular Aircraft Colors in Stock I Name _________________________bull Long Life Flexibility in All Temperature Ex1remesI---------------~--I Address _______________________

Lightweight Aircraft Fabric I City ______

Available exclusively from Superflite SF 95X Aircraft Fabric I State Zip

Only 16 per square yard makes this truly the lightestaircraft fabric you can buy Its strong Over 90 pounds I Return your completed coupon to

l~~i~~~~~ngh1~~~hcid~~~~n~s of $695yd m~~Ii~ra Blvd bull Elk Grove Village IL 60007

AIRCRAFT SUPPLIE of service Everything in plane sight

~~~~~~~~~~~~~~

The Superflite Catalog has everything you need for yourI personal aircraft project The all new 304 page catalog isbull Great Labor Savings bull Six Coat Application bull Lightweight bull Less Coats bull Positive Adhesion bull Peel and Crack Resistant The Dac-Proofer Finishing System Features DAC-PRDDFER- A first coat special adhesive coating of great strength and flexibility SPRA-FILL - Aspecial high solid and plasticized nonshytautening CAB dope Combines the function of clear and aluminum coats

The above coatings specially designed to ensure positive adhesion to fabric at 40degF below zero In use world-wide for over three decades

NEW CANADIAN SERVICE IN CANADA Call 416-677-411Z

I + ( J f 1( ) ) 7 r)( I bull t

(

VINTAGE AIRPLANE 27

INC Aviation Underwriting Agency

Po Box 35289 bull Greensboro NC 27425

BecOllle A Menlber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

ULTIMATE WHEELPANTS

Custom-designed or choose from stock of antiques homebullts and ultralights High-strength seamless hand-laid S-glass wllil primer gelcoat Call for free brochure or estimate

HARBOR ULTRALIGHT PRODUCTS 1326 Baley Pla ce Harbor City CA 90710

(111) 116-S609 Fax (lll) 5l0-1114

Where The Sellers and Buyers Meet

A new classified ad section in THE VINTAGE AIRPLANE

25e per word 20 word minimum Send your ad and payment to

THE VINTAGE TRADER EAA Aviation Center

PO Box 3086 Oshkosh WI 54903-3086

~

Where The Sellers and Buyers Meet

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I EAAAlR ADIlENTURE

MUSEUM 1M OSHKOSH WI

25e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center

Oshkosh WI 54903-2591

AIRCRAFT

Mooney Mite - Continental 65 300 SMOH good records $8800 CT 203491-2591 (7-3)

ENGINES Continental E-185-3 - Complete accessories 1625 TT 850 SMOH Best offer or will part out accessories 708832-2496 (7-2)

HANGARS AIRPLANE HANGARSSTEEL ARCH BUILDINGS - made in USA factory direct Compare prices and options then see some building companies distribute buildings that are made in Canada Or Japan Ours is 100 American made (we will not be undersold) ATLAS STEEL BUILDINGS CORPORATION 1-800338-8457

OPEN - Monday through Saturday 830 am to 5 p_m - Sunday 11 am to 5 pm CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAA AVIATION FOUNDATION EM Aviation Center PO Box 3065Oshkosh WI 54903-3065

414-426-4800 (Weekends 414-426-4818)

MISCELLANEOUS

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviatio public We appreciate your help Write for your free price list Virginia Aviation Co PDv-8 Box 294 Warrenton VA 22186 (c11-90)

FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved lighted instrument runway on two acres of land which includes four tiedowns and free hangar for two years_ 49 nm from Pease VOR (NY sectional) Centrally located to Boston Manchester NH and Portland ME Easy access to 1-95 207439shy4922 days 207439-4052 evenings Ask for Jack or Jean Hardy (7-4)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

NOW AVAILABLE 11

Buy your copy ofthis outstanding videoshytape available exclusively from theEAA A viation Foundation

M PAUL HARVEY AUDIOmiddot VIDEO CENTER

EAA Aviation Foundation

This 30-minute video chronicles the 40-year history of one the best-known

flying automobiles--the AEROCAR Produced in cooperation with designer inventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR--the roadable airplane

$2495

AEROCAR GIVING THE AUTOMOBILE ITS WINGS IS AVAILABLE BY CALLING

1-800-843-3612 OR STOP AT THE EAA AIR ADVENTURE MUSEUMS

AERONAUTICA GIFT SHOP

ASK ABOUT ADDITIONAL SAVINGS THROUGH THE EAA AIR ADVENTURE VIDEO CLUB

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

Installing Shoulder Harnesses In Your Aircraft

by Charlie Lasher EAA 281386

The author ofthis article Charlie Lasher is well known within the circle ofAeronca enthusiasts as the man who ran the Aeronca Club for many years An aeronautical engineer and an AampP with an Inspection Authorization Charlie has been involved in light aircraft for nearly 50 years

Shoulder harnesses are of course not required by regulation on older aircraft but I cannot imagine why anyone would not want to install them Since 1978 new aircraft are required to have them installed including a properly designed attach fitting that will transfer harness loads into the airframe older aircraft do not To approve harness installations in older aircraft the FAA issued a revision to Advisory Circular 43 13-2A which illustrates typical examples of harness installations These are of a general nashyture and since each aircraft model is different there are some grey areas in which the AampP must improvise

26 JULY 1991

One typical example illustrated in figure 98 of the Circular is used freshyquently because it is the easiest to inshystall and is automatically FAA approved by virtue of the AC This installation however should not be used because it only straps the occupant to the seat and not to the primary strucshyture Piper Aeronca Taylorcraft and many homebuilts do not have seats designed to take 9G forward impact loads The AC states that the harness should withstand an impact load of 9 to 12 Gs but there is no practical way to load test a seat to 2040 pounds

In a forward impact with an installashytion such as Figure 9 of the AC the seat back would fail under the loads imposed by the harness attached to the seat back only All forward restraint would be lost The occupant would go forward to sustain head injuries and with the harshyness still bolted to the seat bottom the harness will compress the torso of the body causing spinal injuries (The Adshyvisory Circular details some of this inshyformation in Chapter 9 - HGF)

Any harness installed in a cabin airplane should pass over the shoulders aft and upward at an angle of no less than 45 degrees in accordance with inshydustry standards When this is not posshysible as in the case of an open cockpit the harness should go over the shoulders straight back (not down) and bolt to a longeron cluster or a major structural member All attachments should be metal to metal Wrapping the harness straps around the tubing is not an acceptable method of attachment

If an owner goes to the trouble and expense to install harnesses he should install the best type he can In my opinion the aerobatic type harness with the straps connecting to the seat belt at the center of the lap is best Shoulder straps should pass over both shoulders connnecting at the center of the lap belt This is the best insurance policy you can buy if you are going to go go first class The single diagonal chest strap illustrated and recomshymended in Figure 91 if the AC is an automotive type and is OK if you are only planning to have half an accident Most accidents and accompanied by a side load component a side load would throw an occupant out of a single strap harness This type will impose twice as much pressure on the chest as would a double strap cracking ribs with a 35 mph impact The FAA has been reshyquested to delete the seat type harness from AC 4313-2A

Each aircraft model presents difshyferent installation problems Some are more difficult than others and they should be studied very carefully to give

u ~

gtshyg

i ~L-______________________________________~__~~__~~______~

As explained in this article this installation shown in Advisory Circular 4313 may cause additional injuries in an impact See the next illustration

c

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

ANTIQUECLASSIC MEMBERS Help your division expand and grow by recruiting new membersshy

Youll want to check out the colored insert in this months issue of VINTAGE AIRPLANE

for details on how YOU can earn gifts and recognition while working for YOUR Division

CALL TOLL FREE ORDER LINE 1-800-323-0611

The only system available using 100 pure polyurethane primers and paints I

an outstanding collection of premium quality aircraft Lowest cost system using the least amount of Finishes building and renovating products

ever 50 Labor Savings over any other system I 0 Please send me the Superflite Catalog I have enclosedSYSTEM II FEATURES my checkmoney order for $5 which I understand will bebull High Gloss Finish bull Finishes Smooth as Glass I credited to my first purchase of $50 or morebull Non-Burning bull Superior Chemical Resistance bull Easy to Repair bull All Popular Aircraft Colors in Stock I Name _________________________bull Long Life Flexibility in All Temperature Ex1remesI---------------~--I Address _______________________

Lightweight Aircraft Fabric I City ______

Available exclusively from Superflite SF 95X Aircraft Fabric I State Zip

Only 16 per square yard makes this truly the lightestaircraft fabric you can buy Its strong Over 90 pounds I Return your completed coupon to

l~~i~~~~~ngh1~~~hcid~~~~n~s of $695yd m~~Ii~ra Blvd bull Elk Grove Village IL 60007

AIRCRAFT SUPPLIE of service Everything in plane sight

~~~~~~~~~~~~~~

The Superflite Catalog has everything you need for yourI personal aircraft project The all new 304 page catalog isbull Great Labor Savings bull Six Coat Application bull Lightweight bull Less Coats bull Positive Adhesion bull Peel and Crack Resistant The Dac-Proofer Finishing System Features DAC-PRDDFER- A first coat special adhesive coating of great strength and flexibility SPRA-FILL - Aspecial high solid and plasticized nonshytautening CAB dope Combines the function of clear and aluminum coats

The above coatings specially designed to ensure positive adhesion to fabric at 40degF below zero In use world-wide for over three decades

NEW CANADIAN SERVICE IN CANADA Call 416-677-411Z

I + ( J f 1( ) ) 7 r)( I bull t

(

VINTAGE AIRPLANE 27

INC Aviation Underwriting Agency

Po Box 35289 bull Greensboro NC 27425

BecOllle A Menlber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

ULTIMATE WHEELPANTS

Custom-designed or choose from stock of antiques homebullts and ultralights High-strength seamless hand-laid S-glass wllil primer gelcoat Call for free brochure or estimate

HARBOR ULTRALIGHT PRODUCTS 1326 Baley Pla ce Harbor City CA 90710

(111) 116-S609 Fax (lll) 5l0-1114

Where The Sellers and Buyers Meet

A new classified ad section in THE VINTAGE AIRPLANE

25e per word 20 word minimum Send your ad and payment to

THE VINTAGE TRADER EAA Aviation Center

PO Box 3086 Oshkosh WI 54903-3086

~

Where The Sellers and Buyers Meet

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I EAAAlR ADIlENTURE

MUSEUM 1M OSHKOSH WI

25e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center

Oshkosh WI 54903-2591

AIRCRAFT

Mooney Mite - Continental 65 300 SMOH good records $8800 CT 203491-2591 (7-3)

ENGINES Continental E-185-3 - Complete accessories 1625 TT 850 SMOH Best offer or will part out accessories 708832-2496 (7-2)

HANGARS AIRPLANE HANGARSSTEEL ARCH BUILDINGS - made in USA factory direct Compare prices and options then see some building companies distribute buildings that are made in Canada Or Japan Ours is 100 American made (we will not be undersold) ATLAS STEEL BUILDINGS CORPORATION 1-800338-8457

OPEN - Monday through Saturday 830 am to 5 p_m - Sunday 11 am to 5 pm CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAA AVIATION FOUNDATION EM Aviation Center PO Box 3065Oshkosh WI 54903-3065

414-426-4800 (Weekends 414-426-4818)

MISCELLANEOUS

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviatio public We appreciate your help Write for your free price list Virginia Aviation Co PDv-8 Box 294 Warrenton VA 22186 (c11-90)

FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved lighted instrument runway on two acres of land which includes four tiedowns and free hangar for two years_ 49 nm from Pease VOR (NY sectional) Centrally located to Boston Manchester NH and Portland ME Easy access to 1-95 207439shy4922 days 207439-4052 evenings Ask for Jack or Jean Hardy (7-4)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

NOW AVAILABLE 11

Buy your copy ofthis outstanding videoshytape available exclusively from theEAA A viation Foundation

M PAUL HARVEY AUDIOmiddot VIDEO CENTER

EAA Aviation Foundation

This 30-minute video chronicles the 40-year history of one the best-known

flying automobiles--the AEROCAR Produced in cooperation with designer inventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR--the roadable airplane

$2495

AEROCAR GIVING THE AUTOMOBILE ITS WINGS IS AVAILABLE BY CALLING

1-800-843-3612 OR STOP AT THE EAA AIR ADVENTURE MUSEUMS

AERONAUTICA GIFT SHOP

ASK ABOUT ADDITIONAL SAVINGS THROUGH THE EAA AIR ADVENTURE VIDEO CLUB

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

In this modified drawing the noor mounted inertia reel could compress the spine and the lap belt secured to the seat pedestal would be of little use should the seat structure fail

the best protection and to avoid weakening the airframe structure I have seen harnesses bolted directly to 1 tubes by 38 bolts with the hole for the bolt dirlled directly through the tube

This seriously weakens the structure Ive also seen straps simply wrapped around tubing which can slip or slide as well as fray When attaching the harness standard seat belt attach fittings

should be used Because I am mainly involved in

Aeroncas I will send instructions to Champ and Chief owners showing the best attachment methods Send a stamped self addressed envelope to this address

Charlie Lasher 4660 Parker Ct Oviedo FL 32765

The seat beltshoulder harness dilemshyma has been discussed many times during the past years within the pages of SPORT AVIATION Tony Bingeis wrote an article published in the January 1974 issue of SA that also exshyplains the installation criteria For a list of other articles and letters to the editor printed in EAA publications during the past 30 years that deal with this issue send a stamped self adshydressed envelope to the Editor VINTAGE AIRPLANE EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Please mark the outside of your request with the words Shoulder Harness Info Request

ANTIQUECLASSIC MEMBERS Help your division expand and grow by recruiting new membersshy

Youll want to check out the colored insert in this months issue of VINTAGE AIRPLANE

for details on how YOU can earn gifts and recognition while working for YOUR Division

CALL TOLL FREE ORDER LINE 1-800-323-0611

The only system available using 100 pure polyurethane primers and paints I

an outstanding collection of premium quality aircraft Lowest cost system using the least amount of Finishes building and renovating products

ever 50 Labor Savings over any other system I 0 Please send me the Superflite Catalog I have enclosedSYSTEM II FEATURES my checkmoney order for $5 which I understand will bebull High Gloss Finish bull Finishes Smooth as Glass I credited to my first purchase of $50 or morebull Non-Burning bull Superior Chemical Resistance bull Easy to Repair bull All Popular Aircraft Colors in Stock I Name _________________________bull Long Life Flexibility in All Temperature Ex1remesI---------------~--I Address _______________________

Lightweight Aircraft Fabric I City ______

Available exclusively from Superflite SF 95X Aircraft Fabric I State Zip

Only 16 per square yard makes this truly the lightestaircraft fabric you can buy Its strong Over 90 pounds I Return your completed coupon to

l~~i~~~~~ngh1~~~hcid~~~~n~s of $695yd m~~Ii~ra Blvd bull Elk Grove Village IL 60007

AIRCRAFT SUPPLIE of service Everything in plane sight

~~~~~~~~~~~~~~

The Superflite Catalog has everything you need for yourI personal aircraft project The all new 304 page catalog isbull Great Labor Savings bull Six Coat Application bull Lightweight bull Less Coats bull Positive Adhesion bull Peel and Crack Resistant The Dac-Proofer Finishing System Features DAC-PRDDFER- A first coat special adhesive coating of great strength and flexibility SPRA-FILL - Aspecial high solid and plasticized nonshytautening CAB dope Combines the function of clear and aluminum coats

The above coatings specially designed to ensure positive adhesion to fabric at 40degF below zero In use world-wide for over three decades

NEW CANADIAN SERVICE IN CANADA Call 416-677-411Z

I + ( J f 1( ) ) 7 r)( I bull t

(

VINTAGE AIRPLANE 27

INC Aviation Underwriting Agency

Po Box 35289 bull Greensboro NC 27425

BecOllle A Menlber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

ULTIMATE WHEELPANTS

Custom-designed or choose from stock of antiques homebullts and ultralights High-strength seamless hand-laid S-glass wllil primer gelcoat Call for free brochure or estimate

HARBOR ULTRALIGHT PRODUCTS 1326 Baley Pla ce Harbor City CA 90710

(111) 116-S609 Fax (lll) 5l0-1114

Where The Sellers and Buyers Meet

A new classified ad section in THE VINTAGE AIRPLANE

25e per word 20 word minimum Send your ad and payment to

THE VINTAGE TRADER EAA Aviation Center

PO Box 3086 Oshkosh WI 54903-3086

~

Where The Sellers and Buyers Meet

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I EAAAlR ADIlENTURE

MUSEUM 1M OSHKOSH WI

25e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center

Oshkosh WI 54903-2591

AIRCRAFT

Mooney Mite - Continental 65 300 SMOH good records $8800 CT 203491-2591 (7-3)

ENGINES Continental E-185-3 - Complete accessories 1625 TT 850 SMOH Best offer or will part out accessories 708832-2496 (7-2)

HANGARS AIRPLANE HANGARSSTEEL ARCH BUILDINGS - made in USA factory direct Compare prices and options then see some building companies distribute buildings that are made in Canada Or Japan Ours is 100 American made (we will not be undersold) ATLAS STEEL BUILDINGS CORPORATION 1-800338-8457

OPEN - Monday through Saturday 830 am to 5 p_m - Sunday 11 am to 5 pm CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAA AVIATION FOUNDATION EM Aviation Center PO Box 3065Oshkosh WI 54903-3065

414-426-4800 (Weekends 414-426-4818)

MISCELLANEOUS

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviatio public We appreciate your help Write for your free price list Virginia Aviation Co PDv-8 Box 294 Warrenton VA 22186 (c11-90)

FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved lighted instrument runway on two acres of land which includes four tiedowns and free hangar for two years_ 49 nm from Pease VOR (NY sectional) Centrally located to Boston Manchester NH and Portland ME Easy access to 1-95 207439shy4922 days 207439-4052 evenings Ask for Jack or Jean Hardy (7-4)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

NOW AVAILABLE 11

Buy your copy ofthis outstanding videoshytape available exclusively from theEAA A viation Foundation

M PAUL HARVEY AUDIOmiddot VIDEO CENTER

EAA Aviation Foundation

This 30-minute video chronicles the 40-year history of one the best-known

flying automobiles--the AEROCAR Produced in cooperation with designer inventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR--the roadable airplane

$2495

AEROCAR GIVING THE AUTOMOBILE ITS WINGS IS AVAILABLE BY CALLING

1-800-843-3612 OR STOP AT THE EAA AIR ADVENTURE MUSEUMS

AERONAUTICA GIFT SHOP

ASK ABOUT ADDITIONAL SAVINGS THROUGH THE EAA AIR ADVENTURE VIDEO CLUB

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

INC Aviation Underwriting Agency

Po Box 35289 bull Greensboro NC 27425

BecOllle A Menlber Of The BAA AntiqueClassic Insurance Progralll

BENEFITS INCLUDE Call Today bull Lower Uability amp Hull Premiums bull Fleet Discounts bull No Age penalty 800-727-3823 bull No Hand Propping Exclusions bull No Component Parts Endorsements bull A+ Company with In-House Claims ~~

Service bull Option to Repair Your Own Aircraft

ULTIMATE WHEELPANTS

Custom-designed or choose from stock of antiques homebullts and ultralights High-strength seamless hand-laid S-glass wllil primer gelcoat Call for free brochure or estimate

HARBOR ULTRALIGHT PRODUCTS 1326 Baley Pla ce Harbor City CA 90710

(111) 116-S609 Fax (lll) 5l0-1114

Where The Sellers and Buyers Meet

A new classified ad section in THE VINTAGE AIRPLANE

25e per word 20 word minimum Send your ad and payment to

THE VINTAGE TRADER EAA Aviation Center

PO Box 3086 Oshkosh WI 54903-3086

~

Where The Sellers and Buyers Meet

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I EAAAlR ADIlENTURE

MUSEUM 1M OSHKOSH WI

25e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center

Oshkosh WI 54903-2591

AIRCRAFT

Mooney Mite - Continental 65 300 SMOH good records $8800 CT 203491-2591 (7-3)

ENGINES Continental E-185-3 - Complete accessories 1625 TT 850 SMOH Best offer or will part out accessories 708832-2496 (7-2)

HANGARS AIRPLANE HANGARSSTEEL ARCH BUILDINGS - made in USA factory direct Compare prices and options then see some building companies distribute buildings that are made in Canada Or Japan Ours is 100 American made (we will not be undersold) ATLAS STEEL BUILDINGS CORPORATION 1-800338-8457

OPEN - Monday through Saturday 830 am to 5 p_m - Sunday 11 am to 5 pm CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAA AVIATION FOUNDATION EM Aviation Center PO Box 3065Oshkosh WI 54903-3065

414-426-4800 (Weekends 414-426-4818)

MISCELLANEOUS

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviatio public We appreciate your help Write for your free price list Virginia Aviation Co PDv-8 Box 294 Warrenton VA 22186 (c11-90)

FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved lighted instrument runway on two acres of land which includes four tiedowns and free hangar for two years_ 49 nm from Pease VOR (NY sectional) Centrally located to Boston Manchester NH and Portland ME Easy access to 1-95 207439shy4922 days 207439-4052 evenings Ask for Jack or Jean Hardy (7-4)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

NOW AVAILABLE 11

Buy your copy ofthis outstanding videoshytape available exclusively from theEAA A viation Foundation

M PAUL HARVEY AUDIOmiddot VIDEO CENTER

EAA Aviation Foundation

This 30-minute video chronicles the 40-year history of one the best-known

flying automobiles--the AEROCAR Produced in cooperation with designer inventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR--the roadable airplane

$2495

AEROCAR GIVING THE AUTOMOBILE ITS WINGS IS AVAILABLE BY CALLING

1-800-843-3612 OR STOP AT THE EAA AIR ADVENTURE MUSEUMS

AERONAUTICA GIFT SHOP

ASK ABOUT ADDITIONAL SAVINGS THROUGH THE EAA AIR ADVENTURE VIDEO CLUB

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

ULTIMATE WHEELPANTS

Custom-designed or choose from stock of antiques homebullts and ultralights High-strength seamless hand-laid S-glass wllil primer gelcoat Call for free brochure or estimate

HARBOR ULTRALIGHT PRODUCTS 1326 Baley Pla ce Harbor City CA 90710

(111) 116-S609 Fax (lll) 5l0-1114

Where The Sellers and Buyers Meet

A new classified ad section in THE VINTAGE AIRPLANE

25e per word 20 word minimum Send your ad and payment to

THE VINTAGE TRADER EAA Aviation Center

PO Box 3086 Oshkosh WI 54903-3086

~

Where The Sellers and Buyers Meet

A 44000 ft museum addition dedicated to the men women and aircraft who served our country in World War II See legendary airplanes such as the immortal 8-17 Flyshying Fortress prototype XP-51 Musfang P-38 Lightning 8-25 Mitchell and others Impressive exhibits and audiovisual presentations both exciting and informational an experience the entire family can enjoy Visit the EAA Air Adventure Museum where the world s largest private collection of aircraft are on display - antiques warbirds classics homebuilts racers aerobatic and many others - including a fanshytastic exhibit on round-the-world Voyager full scale replicas of the 1903 Wright Flyer and Lindbergh s Spirit of St Louis Plan a visit soon

I EAAAlR ADIlENTURE

MUSEUM 1M OSHKOSH WI

25e per word $500 minimum charge Send your ad to The Vintage Trader EAA Aviation Center

Oshkosh WI 54903-2591

AIRCRAFT

Mooney Mite - Continental 65 300 SMOH good records $8800 CT 203491-2591 (7-3)

ENGINES Continental E-185-3 - Complete accessories 1625 TT 850 SMOH Best offer or will part out accessories 708832-2496 (7-2)

HANGARS AIRPLANE HANGARSSTEEL ARCH BUILDINGS - made in USA factory direct Compare prices and options then see some building companies distribute buildings that are made in Canada Or Japan Ours is 100 American made (we will not be undersold) ATLAS STEEL BUILDINGS CORPORATION 1-800338-8457

OPEN - Monday through Saturday 830 am to 5 p_m - Sunday 11 am to 5 pm CONVENIENT LOCATION - Off Hwy 41 at the Hwy 44 exit Oshkosh WI adjacent to Wittman Regional Airport

EAA AVIATION FOUNDATION EM Aviation Center PO Box 3065Oshkosh WI 54903-3065

414-426-4800 (Weekends 414-426-4818)

MISCELLANEOUS

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviatio public We appreciate your help Write for your free price list Virginia Aviation Co PDv-8 Box 294 Warrenton VA 22186 (c11-90)

FOR SALE - Two-hundred-year-old partially restored colonial house located adjacent to a paved lighted instrument runway on two acres of land which includes four tiedowns and free hangar for two years_ 49 nm from Pease VOR (NY sectional) Centrally located to Boston Manchester NH and Portland ME Easy access to 1-95 207439shy4922 days 207439-4052 evenings Ask for Jack or Jean Hardy (7-4)

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chrome-moly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J E Soares Pres) 7093 Dry Creek Rd Belgrade Montana 406-388-6069 FAX 406388-0170 Repair station No QK5R148N

NOW AVAILABLE 11

Buy your copy ofthis outstanding videoshytape available exclusively from theEAA A viation Foundation

M PAUL HARVEY AUDIOmiddot VIDEO CENTER

EAA Aviation Foundation

This 30-minute video chronicles the 40-year history of one the best-known

flying automobiles--the AEROCAR Produced in cooperation with designer inventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR--the roadable airplane

$2495

AEROCAR GIVING THE AUTOMOBILE ITS WINGS IS AVAILABLE BY CALLING

1-800-843-3612 OR STOP AT THE EAA AIR ADVENTURE MUSEUMS

AERONAUTICA GIFT SHOP

ASK ABOUT ADDITIONAL SAVINGS THROUGH THE EAA AIR ADVENTURE VIDEO CLUB

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

NOW AVAILABLE 11

Buy your copy ofthis outstanding videoshytape available exclusively from theEAA A viation Foundation

M PAUL HARVEY AUDIOmiddot VIDEO CENTER

EAA Aviation Foundation

This 30-minute video chronicles the 40-year history of one the best-known

flying automobiles--the AEROCAR Produced in cooperation with designer inventor Moulton B Molt Taylor this video features rare test flight footage exclusive interviews scale models drawings significant photographs and press clippings of all four models of the AEROCAR--the roadable airplane

$2495

AEROCAR GIVING THE AUTOMOBILE ITS WINGS IS AVAILABLE BY CALLING

1-800-843-3612 OR STOP AT THE EAA AIR ADVENTURE MUSEUMS

AERONAUTICA GIFT SHOP

ASK ABOUT ADDITIONAL SAVINGS THROUGH THE EAA AIR ADVENTURE VIDEO CLUB

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

STITS POLY-FIBER THE WORLDS MOST POPULAR

AIRCRAFT COVERING MATERIALS

HERES WHY bull Proven Durability on T-housands of Aircraft Worldwide Since 1965 bull FAA STC amp PMA for Over 680 Aircraft Models bull Superior Quality Coatings Developed Especially for Polyester Fabric on Aircraft NOT Relabeled Brittle Acrylic Polyshyurethane Auto Enamel Brittle Water Borne House Paint or Modified Cellulose Dope bull Will Not Support Combustion bull Lightest Covershying Approved Under FAA STC amp PMA bull Most Economical Covering Materials Considering Many Years of Trouble Free Service bull Easy Repairability bull No False or Misleading Advertising Claims ~

VIDEO TAPE AVAILABLE FABRIC COVERING WITH RAY STiTS Sponsored by EAA Aviation Foundation Before Making Expensive Mistakes See This Tape and LEARN HOW TO DO IT RIGHT THE FIRST TIME VHS or Beta $3995 Prepaid Also Direct from EAA (1-800-843-3612) PAL amp SECAM Available ~

WRITE OR PHONE FOR FREE bull Samples of High Strength Low Elongation Smooth Square Weave Polyester Fabric Styles Custom Woven Exclusively for Aircraft Covering NOT Cheap Boat Sailcloth bull Current Poly-Fiber Manual with Deshytailed

AIRCRAFT COATINGS ~a

Instructions for Fabric Covering and Painting Aircraft for Corrosion Control Catalog and Distributor List

STITS POLY-FIBER

PO Box 3084-V Riverside CA 92519-3084 Phone (714) 684-4280 Fax (714)684-0518

pO box 468 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

MEMBER

I ANI( PAINIINb AND REPAIRING

SANDlASTING TANK LINUS AND COA liNGS PREVENTIVE TANK MAINTENANCE INSPKIION SUVICE lADDER SAfETY EOUIPMENI

RESERVOIR LINERS AND ROOfS

DISMANTLING AND MOVING TANKS

NEW USED AND RECONDITIONED TANKS

Fly high with a quality Classic interior Complete interior assemblies for domiddotitmiddotyourself instalation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seatslings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

t IQirt~RODUCTS INC

259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

Originals sell for up toGAS POMP $300000 IF YOU CAN FIND ONE Now you can build

your own for about $25PREPUCAS and a day of your time Many styles available and

Aviation pumps too In the Style Individual parts and decal sets available

Complete plans parts list of the and information for just

Ongmmiddot als $1000 Plus $200 for

DO-IT-YOURSELFI postage and handling Give your home

garage or shop that nostalgic look Our lighted pumps make beautiful entry lights fish tanks or use it as a gas pump with electric pump motor Our plans amp parts list will save you countshyless hours of searchshying for parts You can order everything from just one placeshyUS Send Cashiers Check

or Money Order for your Do-It-Yourself Gas Pump Replica

plans todayl

CLIFF JOHNSEN

2485 Notre Dame BI 450-13B

Chico CA 95928

VINTAGE AIRPLANE 31

July 27-28 - Schiocton WI Airshyport Annual Fly-In Food both days raffle Skydiving and band Saturday night Free camping to EAA members during week of convention Contact Joyce Baggot 414986-3547

July 26-Augl - Oshkosh WI 39th Annual EAA Fly-In and Sport Aviation Convention Wittman Regional Airshyport Contact John Burton EAA Aviashytion Center Oshkosh WI 54903-3086 414426-4800 For housing informashytion contact Housing Hotline 414235shy3007

August 3-4 - Schenectady County NY Airport NORTHEAST FLIGHT 91 AIRSHOW sponsored by The Emshypire State Aerosciences Museum amp Schenectady County Chapter of the American Red Cross Robert W Schuhl Director Northeast Flight 91 Suite 419 Mohawk Mall Schenectady NY 12304-2301 518382-0041

August 18 - Pewaukee WI Capital Airport AntiqueClassic Chapter 11 6th Annual Ice Cream Social All you can eat ice cream sundaes vintage aircraft display Contact George Meade President AC Chapter 11 414962-2428

August 23-25 - Sussex NJ Airport (Route 639) 19th Annual SUSSEX AIRSHOW 91 Gates open 8am show starts 1 30pm Information contact Paul G Styger Sussex Airport Manager P O Box 311 Sussex NJ 07461201702-9719 or 201875-7337

September 7 - Chico CA Municipal Airport Chico Airshow and Antique Fly-In commemorating 50th Anniversary of the Flying Tigers Hospitality package to all registered pilots includes Friday evening BBQ Dance tickets Saturday Pancake breakshyfast Antiques homebuilts military amp all others welcome Chico Airshow and

32 JULY 1991

Antique Fly-In Committee 236-A W East Ave Box 166 Chico CA 95926 916894-3218

September 13-15 - Jacksonville IL Seventh Annual Byron Smith Memorial Stinson Fly-In and Reunion Seminars on Stinson 108s and Franklin engines Saturday banquet Fly-outs contests camping at field Contact Loran Nordgren 4 W Nebraska Frankfort IL 60423 or call 815469shy9100

September 13-15 - Eagle River WI Union Airport Flying Apache Fly-in and general membership meetshying Contact Flying Apache Associashytion715-479-7333

September 13-15 - Tahlequah OK Municipal Airport located 50 miles eastsoutheast of Tulsa 34th Annual Tulsa Fly-In Contact Charlie Harris 3933 South Peoria Tulsa OK 74105 918742-7311 ALSO lith Annual Nashytional Bucker Fly-In Contact Frank Price Route 1 Box 419 Moody TX 76557817772-3897 or 817853-2008

September 14-15 - Rock Falls IL 5th Annual North Central EAA Old Fashioned Fly-In Workshops forums exhibits swap meet and awards Camping on field Pancake Breakfast Sunday only Contact Dave Christianson 815625-6556

September 20-21 - Coffeyville KS Funk Aircraft Owners Reunion celebrating 50 years of Funk Manufacturing Company history in Coffeyville Contact Ray Pahls 316943 -6920

September 21-22 - Mercedes (BA) Argentina 10th National AC Fly-in sponsored by AC Chapter 12 Contact Abel Debock - cc 2752930 San Pedro - Argentina or phone 0329-24307

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

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

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

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

October 5-6 - Titusville FL ArshythurDunnAirpark Smilin Jack Fly-in sponsored by EAA Chapter 866 Classhysics antiques homebuilts ultralights food fun Contact Sam Beddingfield 407267 -4262

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

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

MYSTERY PLANE By George Hardie

This months Mystery Plane bears the name of a well known manufacturer during the Golden Years of aviation The photo was submitted by Pete Bowers of Seattle Washington Answers will be published in the Ocshytober issue of VINTAGE AIRPLANE Deadline of that issue is September 5 1991

The April Mystery Plane was familiar to a number of readers John Underwood of Glendale California writes

It is the the Columbia Triad a Lee Worley design financed by the inshyfamous Charles Levine They built three if them and the project had posshysibilities according to Roger O Wilshyliams the test pilot At other times Roger referred to it as a Clunker The Traids were all stored in a big hangar at Roosevelt Field along with Uncle

Sam another Levine monstrosi ty It was no surprise to anyone when the hangar burned down reducing Charlies aeronautical holding to ashes He is thought to have attempted to colshylect insurance money but the claim was rejected He subsequently did a couple of years in a federal pen for smuggling

Pete Bowers of Seattle Washington adds

This is the Columbia Triad conshyvertible amphibian built by the Columshybia Airlines Inc of Long Island City New York The unusual feature of the design was the removable pontoon that fi tted to the underside of the fiat fuselage of a conventional four- passhysenger cabin monoplane to make it an amphibian The retractable landing gear was wide-track to allow this and when operating as a seaplane or amshyphibian wing floats were added on

struts just outboard of the wing struts Columbias catalog lists a 300 hp Wright J-6-9 or a 280 hp Columbia C engine but the photo of the prototype shows a 220 hp Wright J-5 This engine was mounted very high by normal standards to provide clearance between the propeller and the pontoon at the cost of the pilots forward visibility The Triad so named because of it ability the operate in the three elements of the land sea and air was one of seemingly good ideas tha never caught on due to the diasterous effect of the Great Depression on the aviation industry

The Triad was flown in the 1929 Ford Reliability tour October 5th thru the 21st piloted by Roger O Williams with passengers T Burgess and 1 Friend It was not entered as a contestant Other references can be found in the March 1929 issue of Aero Digest and an article

VINTAGE AIRPLANE 33

titled Russian Refugees by Walt Boyne magazine not indishycated

Answers were also received from Bob Clark Channel Isshylands California Marty Eisenmann Garrettsville Ohio Charshyley Hayes Park Forest Illinois John Grega Bedford Ohio and Randy Barnes Peoria Illinois

A three-view drawing showing the high thrust line of the engine as well as the pontoon that is reminiscent of the loening Air Yacht

WElCOME NEW MEMBERS The following is a partial listing of new

members who recently joined the EM AntiqueClassic Division We are honored to welcome them into the orshyganization whose common interest is vintage aircraft Succeeding issues of VINTAGE AIRPLANE will contain addishytional listings of new members

Lyman John W Warner Springs CA Johnson Stephen Charles Grand Rapids MN Butler William L Friendswood TX Lund Mark A Jewel IA Bonney Sr William W Iowa City Gordon Paul W Helena MT Nunes Peter A Peace Dale RI Warfel Richard D WheatonIL Piccoli GiovarUli ITALY Robbs Franklin D Baldwin City KS Carnevale Reynolds Fayetteville NC Hemphill Thomas E Warrensburg MO Baldwin Thomas R Orlando FL Kugler Mike A McCook NE Verueren Denis BELGIUM Smith Paul S Lewisville TX Wallace Jr Eben Scituate MA Goebel Frank JolietIL Fuller William E West Hartford CT Downs Jolm R SpencerIA Payne Howard H Cambria CA Stembridge James F Kernville CA Cunningham Jr Charles W New Albany IN Burkhart James R Franklin IN Gamble Robert O Rockhill SC Hodson Mike Camarillo CA Waldron Robert J Stillwater MN Hatch Donald A Ontario Canada Martens Henk NETHERLANDS Kronberger Warren Oak Park IL

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family Membership is availshyable for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873

ANTIQUECLASSICS EAA Member - $2000 Includes one year memberShip in EAA Antique-Classhysic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Includes one year membership in the EAA AntiqueshyClassic Division 12monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are reshyquired to be members of EAA

lee Worleys design the Columbia Triad was destined to be a one-of-ashykind ship with no future Test pilot Roger O Williams thought the project had posshysibilities though sometimes he would refer to the ship as a clunker The plane would be lost in a suspicious hangar fire at Roosevelt Field in New York City

WARBIRDS Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA

EAA EXPERIMENTER EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address

EAA AVIATION CENTER PO BOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI

34 JULY 1991

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

Keeping antique and classic aircraft flying means investing substantial money as well as time AVEMCOs antique and classic airshycraft coverage provides protection of your financial investment at a surprisingly reasonable cost In adshydition to liability and hull coverage you can be compensated for your labor if you make repairs yourself After all who knows your airplane better than you do

Stop by and see us at Oshkosh Your antique and classic aircraft as well as your enthusiasm is welcome here

CALL DIRECT TOOA Y FOR AN IMMEOIA TE NO OBLIGA TlON QUOTE

1-800-638-8440

This is intended as a brief descript ion of the coverage THf SPORT NWION ASSOCIATIONINSURANCE COMPANY offered Certain exclusions and limitations apply We

will be glad to send you a sample policy for your review

By Aviation People For Aviation People AAA04-0 (690)

MYSTERY PLANE By George Hardie

This months Mystery Plane bears the name of a well known manufacturer during the Golden Years of aviation The photo was submitted by Pete Bowers of Seattle Washington Answers will be published in the Ocshytober issue of VINTAGE AIRPLANE Deadline of that issue is September 5 1991

The April Mystery Plane was familiar to a number of readers John Underwood of Glendale California writes

It is the the Columbia Triad a Lee Worley design financed by the inshyfamous Charles Levine They built three if them and the project had posshysibilities according to Roger O Wilshyliams the test pilot At other times Roger referred to it as a Clunker The Traids were all stored in a big hangar at Roosevelt Field along with Uncle

Sam another Levine monstrosi ty It was no surprise to anyone when the hangar burned down reducing Charlies aeronautical holding to ashes He is thought to have attempted to colshylect insurance money but the claim was rejected He subsequently did a couple of years in a federal pen for smuggling

Pete Bowers of Seattle Washington adds

This is the Columbia Triad conshyvertible amphibian built by the Columshybia Airlines Inc of Long Island City New York The unusual feature of the design was the removable pontoon that fi tted to the underside of the fiat fuselage of a conventional four- passhysenger cabin monoplane to make it an amphibian The retractable landing gear was wide-track to allow this and when operating as a seaplane or amshyphibian wing floats were added on

struts just outboard of the wing struts Columbias catalog lists a 300 hp Wright J-6-9 or a 280 hp Columbia C engine but the photo of the prototype shows a 220 hp Wright J-5 This engine was mounted very high by normal standards to provide clearance between the propeller and the pontoon at the cost of the pilots forward visibility The Triad so named because of it ability the operate in the three elements of the land sea and air was one of seemingly good ideas tha never caught on due to the diasterous effect of the Great Depression on the aviation industry

The Triad was flown in the 1929 Ford Reliability tour October 5th thru the 21st piloted by Roger O Williams with passengers T Burgess and 1 Friend It was not entered as a contestant Other references can be found in the March 1929 issue of Aero Digest and an article

VINTAGE AIRPLANE 33

titled Russian Refugees by Walt Boyne magazine not indishycated

Answers were also received from Bob Clark Channel Isshylands California Marty Eisenmann Garrettsville Ohio Charshyley Hayes Park Forest Illinois John Grega Bedford Ohio and Randy Barnes Peoria Illinois

A three-view drawing showing the high thrust line of the engine as well as the pontoon that is reminiscent of the loening Air Yacht

WElCOME NEW MEMBERS The following is a partial listing of new

members who recently joined the EM AntiqueClassic Division We are honored to welcome them into the orshyganization whose common interest is vintage aircraft Succeeding issues of VINTAGE AIRPLANE will contain addishytional listings of new members

Lyman John W Warner Springs CA Johnson Stephen Charles Grand Rapids MN Butler William L Friendswood TX Lund Mark A Jewel IA Bonney Sr William W Iowa City Gordon Paul W Helena MT Nunes Peter A Peace Dale RI Warfel Richard D WheatonIL Piccoli GiovarUli ITALY Robbs Franklin D Baldwin City KS Carnevale Reynolds Fayetteville NC Hemphill Thomas E Warrensburg MO Baldwin Thomas R Orlando FL Kugler Mike A McCook NE Verueren Denis BELGIUM Smith Paul S Lewisville TX Wallace Jr Eben Scituate MA Goebel Frank JolietIL Fuller William E West Hartford CT Downs Jolm R SpencerIA Payne Howard H Cambria CA Stembridge James F Kernville CA Cunningham Jr Charles W New Albany IN Burkhart James R Franklin IN Gamble Robert O Rockhill SC Hodson Mike Camarillo CA Waldron Robert J Stillwater MN Hatch Donald A Ontario Canada Martens Henk NETHERLANDS Kronberger Warren Oak Park IL

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family Membership is availshyable for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873

ANTIQUECLASSICS EAA Member - $2000 Includes one year memberShip in EAA Antique-Classhysic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Includes one year membership in the EAA AntiqueshyClassic Division 12monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are reshyquired to be members of EAA

lee Worleys design the Columbia Triad was destined to be a one-of-ashykind ship with no future Test pilot Roger O Williams thought the project had posshysibilities though sometimes he would refer to the ship as a clunker The plane would be lost in a suspicious hangar fire at Roosevelt Field in New York City

WARBIRDS Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA

EAA EXPERIMENTER EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address

EAA AVIATION CENTER PO BOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI

34 JULY 1991

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

Keeping antique and classic aircraft flying means investing substantial money as well as time AVEMCOs antique and classic airshycraft coverage provides protection of your financial investment at a surprisingly reasonable cost In adshydition to liability and hull coverage you can be compensated for your labor if you make repairs yourself After all who knows your airplane better than you do

Stop by and see us at Oshkosh Your antique and classic aircraft as well as your enthusiasm is welcome here

CALL DIRECT TOOA Y FOR AN IMMEOIA TE NO OBLIGA TlON QUOTE

1-800-638-8440

This is intended as a brief descript ion of the coverage THf SPORT NWION ASSOCIATIONINSURANCE COMPANY offered Certain exclusions and limitations apply We

will be glad to send you a sample policy for your review

By Aviation People For Aviation People AAA04-0 (690)

titled Russian Refugees by Walt Boyne magazine not indishycated

Answers were also received from Bob Clark Channel Isshylands California Marty Eisenmann Garrettsville Ohio Charshyley Hayes Park Forest Illinois John Grega Bedford Ohio and Randy Barnes Peoria Illinois

A three-view drawing showing the high thrust line of the engine as well as the pontoon that is reminiscent of the loening Air Yacht

WElCOME NEW MEMBERS The following is a partial listing of new

members who recently joined the EM AntiqueClassic Division We are honored to welcome them into the orshyganization whose common interest is vintage aircraft Succeeding issues of VINTAGE AIRPLANE will contain addishytional listings of new members

Lyman John W Warner Springs CA Johnson Stephen Charles Grand Rapids MN Butler William L Friendswood TX Lund Mark A Jewel IA Bonney Sr William W Iowa City Gordon Paul W Helena MT Nunes Peter A Peace Dale RI Warfel Richard D WheatonIL Piccoli GiovarUli ITALY Robbs Franklin D Baldwin City KS Carnevale Reynolds Fayetteville NC Hemphill Thomas E Warrensburg MO Baldwin Thomas R Orlando FL Kugler Mike A McCook NE Verueren Denis BELGIUM Smith Paul S Lewisville TX Wallace Jr Eben Scituate MA Goebel Frank JolietIL Fuller William E West Hartford CT Downs Jolm R SpencerIA Payne Howard H Cambria CA Stembridge James F Kernville CA Cunningham Jr Charles W New Albany IN Burkhart James R Franklin IN Gamble Robert O Rockhill SC Hodson Mike Camarillo CA Waldron Robert J Stillwater MN Hatch Donald A Ontario Canada Martens Henk NETHERLANDS Kronberger Warren Oak Park IL

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $3500 for one year including 12 issues of Sport Aviation Junior Membership (under 19 years of age) is available at $2000 annually Family Membership is availshyable for an additional $1000 annually All major credit cards accepted for membership FAX (414) 426-4873

ANTIQUECLASSICS EAA Member - $2000 Includes one year memberShip in EAA Antique-Classhysic Division 12 monthly issues of The Vintage Airplane and membership card Applicant must be a current EAA member and must give EAA membership number

Non-EAA Member - $2800 Includes one year membership in the EAA AntiqueshyClassic Division 12monthly issues of The Vintage Airplane one year membership in the EAA and separate membership cards Sport Aviation not included

lAC Membership in the International Aerobatic Club Inc is $3000 annually which includes 12 issues of Sport Aerobatics All lAC members are reshyquired to be members of EAA

lee Worleys design the Columbia Triad was destined to be a one-of-ashykind ship with no future Test pilot Roger O Williams thought the project had posshysibilities though sometimes he would refer to the ship as a clunker The plane would be lost in a suspicious hangar fire at Roosevelt Field in New York City

WARBIRDS Membership in the Warbirds of America Inc is $3000 per year which includes a subscription to Warbirds Warbird members are required to be members of EAA

EAA EXPERIMENTER EAA membership and EAA EXshyPERIMENTER magazine is available for $2800 per year (Sport Aviation not included) Current EAA members may receive EAA EXPERIMENTER for $1800 per year

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars

Make checks payable to EAA or the division in which membership is desired Address all letters to EAA or the particular division at the following address

EAA AVIATION CENTER PO BOX 3086

OSHKOSH WI 54903-3086 PHONE (414) 426-4800

FAX (414) 426-4828 OFFICE HOURS

815-500 MON-FRI

34 JULY 1991

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

Keeping antique and classic aircraft flying means investing substantial money as well as time AVEMCOs antique and classic airshycraft coverage provides protection of your financial investment at a surprisingly reasonable cost In adshydition to liability and hull coverage you can be compensated for your labor if you make repairs yourself After all who knows your airplane better than you do

Stop by and see us at Oshkosh Your antique and classic aircraft as well as your enthusiasm is welcome here

CALL DIRECT TOOA Y FOR AN IMMEOIA TE NO OBLIGA TlON QUOTE

1-800-638-8440

This is intended as a brief descript ion of the coverage THf SPORT NWION ASSOCIATIONINSURANCE COMPANY offered Certain exclusions and limitations apply We

will be glad to send you a sample policy for your review

By Aviation People For Aviation People AAA04-0 (690)

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

Keeping antique and classic aircraft flying means investing substantial money as well as time AVEMCOs antique and classic airshycraft coverage provides protection of your financial investment at a surprisingly reasonable cost In adshydition to liability and hull coverage you can be compensated for your labor if you make repairs yourself After all who knows your airplane better than you do

Stop by and see us at Oshkosh Your antique and classic aircraft as well as your enthusiasm is welcome here

CALL DIRECT TOOA Y FOR AN IMMEOIA TE NO OBLIGA TlON QUOTE

1-800-638-8440

This is intended as a brief descript ion of the coverage THf SPORT NWION ASSOCIATIONINSURANCE COMPANY offered Certain exclusions and limitations apply We

will be glad to send you a sample policy for your review

By Aviation People For Aviation People AAA04-0 (690)