EDITORIAL STAFF Publisher

Tom Poberezny

July 1995 Vol 23 No7

CONTENTS 1 Straight amp Level

Espie Butch Joyce

2 AlC News Compiled by HG Frautschy

4 From the ArchiveslDennis Parks

7 Pass it to Buckl

Vice-President MarkeHng IIlt Communications

Dick M a tt

EditorinChief Jack Cox

Editor He nry G Frautschy

Managing Editor Golda Cox

Art Director M ike Drucks

Assistant Art Director Sara A Otto

Computer Graphic Specialists Olivia l Phillip Jennifer Larsen

Advertising Mary Jones

Associate Editor Norm Petersen

Feature Writers George Hardie Jr Dennis Parks

Staff Photographers Jim Koepnic k Mike Steine ke

C arl Schuppe l Donna Bushman

Editorial Assistant Isabelle W iske

EAA ANTIQUECLASSIC DIVISION INC_ OFFICERS

President Voce-President Espie Butch Joyce Arthur Morgan

PO Box 35584 W211 NII863 Hilnop Dr Greensboro NC 27425 Germantown WI 53022

910393-0344 41 4628-2724

Secretory Treasurer SIeve Nesse EE Buck Hilbert

2009 Highland Ave PO Box 424 Albert Lea MN 56007 Union IL 60180

507373-1674 815923-4591

DIRECTORS John Berendt Robert C Bob Brauer

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

507263-241 4 312779-2105 Gene Chase John S Copeland

2159 Cartton Rd 28-3 Williamsbur8 Ct Oshkosh WI 54904 Shrewsbury MA 1545

414231-5002 fiJ8842-7867 Phil Coufson George Daubner

2841 5 Springbrook Dr 2448 Lough Lone Lawton MI 49065 Hartford WI sIJ27

616624-6490 41 4673-5885 ChOfles Harris Stan Gomoll

7215 East 46th St 1042 90th Lane NE Tuisa OK 74145 Minneapol~ MN 55434

918622-8400 612784-1172 Dale A Gustafson Jeannie Hill 7724 Shady Hill Dr PO Box 328

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

Robelt Uckteig Robert D Bob Lumley 1708 Bay Oaks Dr 1265 South 1241h St

Albert Lea MN 56007 Brookfield WI 53005 507373-2922 414782-2633 Gene Morris George York

IISC SIeve Court RR 2 181 SlobodaAv Roanoke TX 76262 Mansfield OH 44906

817491-9110 419529-4378

SH Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

414771-1545

DIRECTOR EMERITUS SJ Wittman

1904-1995

ADVISORS Joe Dickey Jimmy Rollison

55 OakeyAv 640 Alamo Dr Lawrenceburg IN 47025 Vacaville CA 95688

812537-9354 70745l-)41 1

Dean Richardson Geoff Robison 6701 Colony Dr 1521 E MacGregor Dr

Madisen WI 53717 New Haven IN 46774 608833-1291 219493-4724

EE Buck Hilbert Page 4

8 What Our Members are Restoring Norm Petersen - -- ~ -lrzi----

10 Type Club NoteslNorm Petersen ~~

12 Neopolitan Float -Caproni Cal001HG Frautschy ~~ middot~I

16 Frank Warrens Thompson Trophy Paintings

Page 1218 Replica RacerslHG Frautschy

22 Temco T-35 Buckaroo Norm Petersen

25 Welcome New Members

26 Mystery PlanelHG Frautschy

28 Calendar

29 Vintage Trader

32 AntiqueClassic Merchandise Page 22

FRONT COVER Delmar Benjamin and his Gee Bee R-2 Super Sportster replica hove been wowing airshow crowds and air racing fons for the past couple of years Delmar ond master builder Steve Wolf of Creswell OR built the R-2 which first flew in 1991 Look for th is and mony other racer replicas at EM OSHKOSH 95 during the GoIden Age o f Air Racing celebration EM Photo by Jim Koepnick Shot with 0 Canon EOS-l equipped with on 8O-2ClJmm 128 lens 1500 at ili on Kodak Lumiere 100 film Cessna 210 photo plane piloted by Bruce Moore

BACK COVER Aviation ortist Sam Lyons captures the excitement surrounding Springfield MA ond the Granville Bros Aircraft Co with his acrylic painting entitled Gee Bee Sportsters 24xI8 limited edition prints are available of this painting - contael SampV Enterprises 4600 Kings Crossing Dr Kennesaw GA 30144 or call 1800-544-4992

Copyright copy 1995 by the EAA AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd PO Box 30B6 Oshkosh Wisconsin 54903-3086 Second Class Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic Division Inc is $2700 for current EM members for 12 month period of which $1500 is for the publication of VINTAGE AIRPLANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace mail ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken EDITORIAl POLICY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely w~h the contributor No renumeration is made Material should be sent to Ed~or VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 414426-4800

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

This will be the last issue of VINshyTAGE AIRPLANE you will see before the Oshkosh 95 Convention begins and in a way it hardly seems fair that a comshyplete year has passed since the 1994 Conshyvention There are a number of changes that have occurred to the grounds this past year The most noticeable addition is the construction of two new commershycial display hangars These buildings are located west of the new concrete taxiway where the heavies and military aircraft are displayed Dont fret though - AnshytiqueClassic Headquarters will still be located in the same place as it has been in the past I encourage everyone to come by and visit with us and its a good location to ask friends to gather for the air show Your Headquarters (the Red Barn) offers the following services this year a new full line of AntiqueClassic logo merchandise that can be purchased at the Convention and if space is limited for your return trip shipment can be arshyranged This merchandise will also be in inventory year round for your ordering convenience

Through a new policy this year we will have a list of aircraft that are for sale by different individuals located on the Convention grounds If you see an airshyplane on the flight line that has the AnshytiqueClassic For sale sign you will be able to come into the Red Barn ask to see the list and read information about the airplane If you wish you can come directly to the Red Barn and look at the list first to see if an airplane type you are interested in is for sa le If you have an airplane to sell we ask that you register the airplane for sale Past com men ts from members about the manner in which some airplanes have been offered for sale on the flight line prompts this change

To make your stay more fun we will have a laminating service available as well as the button machine to perform any special services that you may want done At this time we are planning to have Pat Packard displaying and selling

STRAIGHT amp LEVEL by Espie Butch Joyce

some of his artwork Pat is a very talshyented artist and is responsible for a large portion of the art and design work in the EAA Air Adventure Museum Pat will also be happy to talk to you about any specia l artwork you might want done I plan on asking him to paint my Clipped Wing Cub on the back of my leather coat The Red Barn will have a Steve Wittman area that I think that you will find of interest

A popular effort appreciated by memshybers in the past is the information desk located on the front porch of the Red Barn staffed by Jeannie Hill and her volunteers The Barn sales area will be ably staffed by Kate Morgan Ruth Coulshyson and their volunteers

Because of the increased activities at Headquarters additional volunteers will be needed Your help as a volunteer is needed and appreciated in all areas If you can stop and give some of your time at the volunteer booth located on the corner (out in front of the Red Barn) it will make your time spent at Oshkosh more enjoyable

Here are your AC EAA Convention Chairman

AlC Convention Management Espie Butch Joyce 910393-0344 Antique Awards Dale Gustafson 317293-4430 Classic Awards George York 419529-4378 Contemporary Awards Dan Knutson 608592-3712 Construction and Maintenance Stan Gomoll 612784-1172 Data Processing Janet Bennett 616684-8813 Flight Line Operations Art Morgan 414628-2724 Flight Safety Phil Coulson 616624-6490 Fly-Out Bob Lumley 414782-2633 Forums John Berendt 507263-2414 Hall of Fame Dean Richardson 608257-8801 AlC Headquarters Kate Morgan 414628-2724 Interview Circle Charlie Harris 918742-7311 Manpower Gloria Beecroft 310427-1880

MembershipChapter Information Bob Brauer 313779-2105 OX-5 Pioneers Bob Wallace 301686-9242 Parade of Flight Steve Nesse 507377-1400 AlC Parking George Daubner 414673-5885 Participant Plaque John Copeland 508842-7867 AlC Picnic Jeannie Hill 815943-7205 Pioneer Video Jeannie Hill 815943-7205 AlC Press Jeannie Hill 815943-7205 Security Geoff Robinson 219493-3360 Type Club Headquarters Joe and Julie Dickey 812537-9354 Volunteer Host Judi Wyrembeck 414231-4100 AlC Workshop George Meade 414926-2428 AeroGram Bill and Sara Marcy 303798-6086

The telephone numbers listed are eishyther the home number or work number for these individual Chairmen should you need to contact them for any reason pertaining to the Convention

We will have the new shower in place on the south end of the flight line There have been a number of other improveshyments made to the show plane and show plane camping parking area from air show center to the south end of parking

I feel I should point out the official start date of the Convention is Thursday July 27 Each year people continue to arrive earlier and earlier to get a choice spot - thats fine but members who arshyrive early need to understand that all the services expected from Convention pershysonnel do not go online until the official opening day of the Convention If you wish to come early you need to plan your campsite accordingly

The officers directors advisers chairmen and staff of the AntiqueClasshysic Division stand ready to assist you in any way that we can so please let us hear your needs and suggestions Your Division is on the go so ask a friend to join up with us Lets all pull together for the good of aviation Join us and have it all

VINTAGE AIRPLANE 1

C-=Wl AlC HALL OF FAME

The selection of inductees into the EAA AntiqueClassic Hall of Fame has been made The outstanding individuals are

Joseph P Juptner author of the US Civil Aircraft series of books a lifelong contribution on his behalf which docushyments the history of each of the type-cershytificated aircraft certificated up to 1958

The late Cole Palen whose efforts to preserve pioneer WW I and the roaring 20s era of aviation at his Old Rhinebeck Aerodrome brought that time alive for hundreds of thousands of spectators to his weekend shows

Kelly Viets longtime EAA supporter volunteer and antique airplane restorer A past Vice-President and Director of the Division he has lent both his professional expertise in architecture and his talents as an aircraft restorer to EAA and its memshybers

Congratu lations to each of the these men who will be inducted into the AC Hall of Fame during ceremonies to be held in conjunction with the EAA and AC Board of directors meetings Novemshyber 10 1995

compiled by HG Frautschy

Cal00 RESTORATION BOOK

If the story of the restoration of the Como Aero Clubs Caproni CaJOO as deshytailed in the article starting on page 12 has you wishing for more information you may wish to purchase a hard cover book published by the organizer of the restoration Gerolamo Gavazzi He deshytails the history and restoration of this particular Italian pre-war sesquiplane trainer in an 80 page full color book Modelers will be interested to know that a full range of detailed photos of the engine and airframe and three-view outline drawings of both the engine and airframe are included Numerous historical photos are also published in the book It is pubshylished in English with the translation by Muriel Crawford Unfortunately it is not avai lable in the US at this time but for members in the United Kingdom it can be purchased at The Aviation Bookshyshop 656 Holloway Rd London Engshyland N19 3PD-GB

It can also be ordered directly from Caproncino SrI Via V Monti 6 20123 Milano Italy Phone is 0248011456 Fax is 0248008887 The price if ordered dishyrectly is a substantial $3900 plus $13 for shipping

EAA AIR ADVENTURE WEEKEND

Pictured above the the participants in the first EAA Air Adventure weekshyend at Pioneer Airport he ld May 27-281995 From Left to right they are Kingsley Doutt Dorris Doutt lerry Pancoska lanice Pancoska Michael Dean Capt Vern Anderson (Ford Tri-Motor pilot and volunteer) layne Sangerman and Charles Sangerman The weekend adventures which include flights in a number of Pioneer Airport aircraft have proven to be very popushylar For more information please call the EAA Aviation Foundation Flight Dept at 414426-4886

EAA OSHKOSH 95

The weather has heated up and the early volunteers have been busy with site preparations The two new huge exhibit hangars are ready and waiting and you will see many changes to the Convention grounds all designed to make getting to your favorite place a bit easier There will be lots to see and do - if you were on the fence as to whether to hop in the car or plane and head on to OSH perhaps this list of racers will help you with your decishysion The following airplanes are schedshyuled to attend EAA OSHKOSH 95 as part of the Golden Age of Air Racing

DH88 Comet Grosvenor House Brown B-2 Miss Los Angeles Miles and Atwood Special Howard DGA-6 Mr Mulligan (2 each) Travel Air Mystery S Wedell-Williams 44 Wedell-Williams 121 Gee Bee Z City of Springfield Gee BeeY Gee Bee E (2 of them) Gee Bee R-1 Heath Baby Bullet Louise Thadens Travel Air Melba Beards Bird biplane Wittman Chief Oshkosh 2 Clipwing Monocoupes Hendersons Scout Plane

There may also be last minute changes to this list including the possibility of a second Gee Bee R-1

Many personalities associated with the Golden Age will be there including the children and grandchildren of many of the Granville brothers Also expected is Gladys Granville Jones the last of her generation who actually worked on the Gee Bee racers in Springfield with her brothers Col lames Doolittle commanshyder of the U S Air Force Test Pilots School and Gen limmy Doolittles grandshyson will be on hand as will others You ll not want to miss this

One of the highlights of the Convenshytion s tribute to the Golden Age of Air Racing will be a Gee Bee forum to be held July 28 at 1000 am in forum tent 6 Ted B Blakeley PO Box 183 Borshying OR 97009-0183 is organizing the foshyrum - if you have any information you think could be of use to him please feel free to drop him a line

FREE MUSEUM ADMISSION shyDuring EAA OSHKOSH 95 your purshychase of a flightline pass will also allow you free admission to the EAA Air Adshyventure Museum lust show your wristshyband at the door and breeze your way into EAAs world class facility During the Convention the museum Speaker Showshycase series will include presentations by aviation notables including aerobatic pilot Sean Tucker master homebuilder and Sport Aviation columnist Tony Bingelis Voyager pilot Dick Rutan former Soviet

2 JULY 1995

pilot Alexander Zuyev Vie tnam ace Steve Richi e av ia tion writer Richard Collins and many others New exhib its will include a tribute to Women With Wings the new Pioneer Airport exhibit and perhaps a few added surprises

WITTMAN HANGAR PLANS shyOver a year before the untimely passing of Steve and Paula Wittman plans have been underway to build a hangar at Pioshyneer Airport which would house the inshycredible artifact collection and aircraft of the Wittman legacy The EAA Aviation Foundation is planning on entering the next phase of those plans with the groundshybreaking ceremony scheduled fo r Tuesshyday August 1 at 1130 a m at Pioneer Airport immediately following the cereshymonies at the EAA Memorial Wall The plans call for a 60x60 foot hanga r in the style of Steves original hangar Construcshytion and finishing of the hangar would take place over the fall and winte r with completion in time for the 1996 season at Pioneer Airport All interested individushyals a re welcome to attend the gro undshybreaking on August 1 and memorial conshytributions are welcome For more information contact the EAA Aviation Foundation D evelopment D epartment PO 3065 Oshkosh WI 54903-3065

BEECH 18 COCKPIT DISPLAY

The assistant museum director for the Staggerwing Museum in Tullahoma TN Bill McClure has through the generosity of Dave Warren of Southwestern Aero Exchange in Tulsa OK acquire d the cockpit and nose section of a Navy Beech 18 The museum hopes to set the cockpit up fo r di splay in complete as poss ible condition and to that end they need some donor assistance They are looking for (but are not limited to) an instrument panel all main panel instruments both the pilots and co-pilot s seats cockpit lighting floor boards and panel placards The plan is to involve the students in the Aircraft Maintenance program at Middle Tennessee State University in the restoration of the cockpit and will serve as a focal point in th e incorporation of the Twin Beech Association s first disshyplay at the fi rst-class Staggerwing Mushyseum Call Bill at 615895-6836 if you can provide any help with this worthwhile project

AlC MERCHANDISE

Be sure to stop by AntiqueC lassic Headquarters (The Red Barn) and check out the new line of AC logo wear as well as many new shirts and sweats with colorshyfu l airplane motifs For a preview of some of the merchandise available see the Anshytique Classic advertisment at the end of this month s issue of Vintage Airplane

EAAregON THE AIR

THE GREATEST SHOW IN THE AIR IS NOW ON THE AIR

Did you know that over 27 million people attended aviation events in the U S last year Did you know that makes aviation the second most popular in-person spectator sport in the country It shows once again what many EAAers have understood for a long time Fascination with flight is something people share alshymost universally

We are pleased to announce one of the most ambitious programs to meet the needs of that market ever undertaken by our marketing and communications department On July 15 at 12 noon EST a one hour monthly television series dedicated to covering all aspects of aviation will premier It will be produced by EAAs Paul Harvey Audio Visual Center

The production team is headed by Dick Matt Executive ProshyducerlDirector Dick is also EAAs Vice President of Marketing and Communications WriterIProducer Jon Tennyson will write and associshyate produce the series Director of photography is Scott Guyette Other team members are Tim Kramer editor and Jay Koepke camera mount specialist

The show is titled Ultimate Flights and it will appear on the cable sports programming network ESPN2 A newly produced one hour show will follow in each succeeding month (check your local listings for show times) Ultimate Flights will follow a video magazine format similar to many popular news shows Regular departments or columns will be augmented by fascinating features from all around the world of aviashytion

We ll keep you posted on proshygramming plans for Ultimate Flights here in the pages of VINTAGE AIRPLANE The premier show will feature stories of aerobatic champishyons a physically challenged aviator

women in aviation Steve Wittmans last interview a fascinating Young Eagle youth feature on the most reshycent activities of Father Goose Bill Lishman the man who trained wild geese to fly in formation with his Ultralight a Whats Up current afshyfairs segment hosted by EAA presishydent Tom Poberezny coverage of air racing and other activities from the Sun n Fun EAA Fly-In Convention a segment on legendary homebuilder Ray Stits and more

On-going contributors to the show in addition to Tom Poberezny will be international aerobatic chamshypion Patty Wagstaff who hosts Women in Aviation John and Martha King of King Schools who will present Lets Go Flying a segshyment designed to teach viewers the basics of aerodynamics and flying Sean D Tucker one of the true sushyperstars of the airshow circuit who will present a monthly feature entishytled Sky Dancing and Ken Toson the young star of the Young Eashygles motion picture who will host a youth in aviation segment called Young Eagles

Ultimate Flights will represent far more than an entertaining hour It will be intended as a forum of inforshymation exchange for all who are inshyterested in the fascinating world of flight From Warbirds to Ultralights from hang gliders to tactical jets from those who have only dreamed of piloting a plane to the most celeshybrated pilots in the world its our inshytention to cover it all

In a very real sense this show beshylongs to all EAA members Tell your friends about it If you like it support the advertisers Write a letshyter to ESPN complimenting them for recognizing the size and imporshytance of the aviation interested community and don t forget us Write us here in Oshkosh and let us know what you think

VINTAGE AIRPLANE 3

FROM THE ARCHIVES

The Israel Redhead Racer

Thanks to the efforts of John Beetham EAA Treasurer the EAA photo archives was loaned an album ofair racing photos belongshying to the family ofHoward Lyon The photos taken by Mr Lyon are mainly of golden age air racers Ofspecial interest are the photos of Gordon Israels Menasco powered racer the Redhead Mr Lyon had attended the Von Hoffman Aircraft School in St Louis where Gordon Israel was a welding instrucshytor Later Lyon would help Israel in the conshystruction of the Redhead racer

Gordon Israel not only designed and constructed his own racer the Redshyhead but also contributed to more fashymous Howard Racers Pete Ike Mike and Mister Mulligan Along with Benny Howard he co-piloted Misshyter Mulligan to a win in the 1935 Benshydix Race

4 JULY 1995

by Dennis Parks

GORDON ISRAEL

Gordon Israel from Clayton MO reshyceived his first airplane ride in 1922 in the Jenny of a friend From 1928 to 1930 he worked as an instructor at the Von Hoffshyman School which folded up in 1930 Isshyrael was then approached by Benny Howard who wanted his assistance in deshysigning and building a Wright-Gypsy powshyered racer The airplane became know to the racing world as Pete At the time Benny Howard was flying mail between St Louis and Omaha via Kansas City The racer was constructed in a hangar at Lambert field that had been vacated by the Von Hoffman School which came complete with full welding equipment

In its debut at Chicago during Sepshytember of 1930 Pete won five firsts and two thirds out of seven starts Quite a demonstration of the Howard-Israel theshyory of design Israel would also go on to help design and build the other Howard racersIke Mike and Mister Mullishygan Israel would co-pilot Mister Mullishygan to victory in the 1935 Bendix race In 1932 Gordon Israel would design and build his own Menasco powered racer the Redhead During his professional career Israel would remain active in the aircraft industry working for such compashynies as Curtiss-Robertson Buhl Stinson Howard Grumman and Lear Jet

REDHEAD

The Redhead design was conceived in January 1932 Design and construction would continue through July when it was ready to fly It followed the same design principles as the previous single-seat Howard racers using a steel tube fuselage and wooden wings However the Redshyhead had plywood instead of fabric covshyered wings The Israel design was also unique in the use of the inverted gull wing Redhead was powered by a supershycharged Menasco Buccaneer C-6S sixshycylinder in-line engine of 544 cubic inches rated at 230 hp Though a faster machine than Mike or Ike the Redhead was plagued by engine problems throughout most of its career However its first probshylem was on the first flight when the test

pilot cracked it up on landing The airshycraft and engine and had to be rebuilt A new pilot was also needed and Israel found Lou Bowen an American Airlines pilot to fly the airplane

RACES

1932 The Redheads first racing apshypearance was at the National Air Races at Cleveland in September 1932 where it was entered as the Gordon Israel Speshycial Israel had high hopes for the mashychine as it was the only supercharged Menasco entered It did well at the start with Bowen well out in front by the secshyond lap but the front bearing on the Menasco started seizing and the revs started dropping off This happened in every race and Israel came back from Cleveland without earning a penny A disappointed Gordon Israel sent the enshygine back to Menasco to have the main bearing rebored

1933 Los Angeles - At the Nationals in July with Gordon Israel at the conshytrols the Redhead fared much better than in 1932 Israel finished third three times in the 550 cubic inch events and fifth in the 1000 cubic inch event For his efforts Israel earned $250

1933 Chicago - At the International races in September Israel flew Redhead He placed second twice and third once in the 550 cubic inch events which gave him a second overall standing earning him $225 Roy Minor in the Howard Ike won each of the events Israel ran 19773 mph in his third event which would have been fast enough to have won the first two events but Minor won at 2018 mph

1934 The Redhead appeared at the Omaha races in August Israel won the 50 mile free-for-all at a speed of 1973 mph Unfortunately he damaged the ship very badly when he hit a bump on the field on landing after victory in the race From all that weve been able to find this was the last time Israel raced the Redhead

1935 In 1935 Gordon Israel joined with Benny Howard in piloting the Howard Mister Mulligan to victory in the Bendix cross country race from Los Angeles to Cleveland

(Above) This head-on view shows the inverted gull wing This feature was used by Israel to reduce the wing-fuselage intersection drag At the side of the fuseshylage the airfoil had a 9 symmetrical section set a zero angle of incidence to prevent any airflow separation at the junction of the center section and the fuselage

(Below) The short wing of the Redhead had many ribs for strength along with four compression bays There appears to be a one piece laminated leading and trailshying edge on the wing The elliptical plan form was seshylected in order to reduce the cord at the side of the fuselage Unfortunately the airplane had miserable stall characteristics and would snap-roll if one tried to three-point it on landing

(Above) The engine was a Menasco supercharged 544 cubic inch six-cylinder engine The fuselage (below) was of welded steel tubshying the turtle deck plywood covered The center section where the wing panels were attached was heat treated

VINTAGE AIRPLANE 5

(Right) The Israel Redhead like the Howard single-seat racers was conshystructed very robustly Howard and Israel were extremely conscious about incorporating enough strucshytural strength The Redhead and the Howard racers were stressed to a 9G limit They were as strong as the Army pursuit planes flying at the time Israel believed he had enough concerns about keeping the hoppedshyup Menasco engines running without worrying about the airplane coming apart

(Left) Because of the miserable low speed handling of the Redhead when Israel flew it at the Los Angles races in 1933 he made only wheel landings to keep from rolling the racer up in a ball In the two months between the Nationals in LA and the Internationshyals in Chicago Israel took the airshyplane back to St Louis and put a new center section on it greatly improvshying the airplanes handling at low speeds

(Above) After Ben Howard and Gordon Israel produced Pete and prior to construction ofMike and Ike Israel began work on his own racer It was largely completed by the time the Howard racers were begun Work on the Redhead apparently stopped while the two new Howard racers were completed Israels airplane was completed in the summer of 1932 after Ike and Mike took to the air

6 JULY 1995

by Buck Hilbert EAA 21 Ale 5 PO Box 424 Union IL 60180

Im having a bad day I just came back from a trip to purchase another load of stamps The Post Office is beshycoming a major investment for me I spend more money down there paying extra postage for information packets I send to people parts I mail and things I get that have postage due than I care to think about

BUT I gotta start thinking about it It is especially difficult to accept when I spend severa l hours each day here at my typewriter answering letters and trying to help people I feel a need to answer each and every letter I get I truly enjoy the sense of accompli shshyment I get whenever I am able to help people eve n those who are not yet members of our AntiqueClassic Divishysion

What bothers me is that often and I mean more often than not I never hear back from the very people who I try to help I send specifications manuals inshyformation recommendations refe rshyences and in general do everything I can to help our members Once in a while I even have to give advice to the lovelorn (aviation lovelorn - you know the type - I really like this airplane shyhow do I find just the one thats right for me)

I ask them to share with their fellow EAA and Division members when they have an especially interesting project airplane or good idea I meet and see many people all the time who have great restorations and great ideas In return I often get a deluge of answers and help when I have a question or problem that I need advice to solve But it is frustrating when I dont hear back from those who I have sent mateshyrials to - I have no way of knowing if they found it useful or if they thought I was blowing smoke Feedback is imshyportant

PASSd hBUCK

Im sure many of you notice that I sign off my column and letters with Over to You Sure its an obvious reference to our aviation radio phraseshyology but it much more than that When I write you and sign off with Over to You it means Id like and need a reply How do I know I didnt say or do something that displeased you Cmon guys and gals we have a forum here with the EAA AntiqueClassic Divisions Vintage Airplane that can serve everyone of its members HG and I need your help and your input and we need feedback so we stay on track

A good example are my comments on the Aviation Rules Advisory Comshymittee in a recent issue I asked for inshyput on how you wanted to handle the revision of FAR parts 91 and 43 as pershytains to OwnerPilot maintenance I explained that these rules had been in effect since 1938 and they could stand some changing to meet todays needs

Care to hazard a guess as to how many people I heard from Believe it or not less than ten Thats ten out of nearly 10000 members out there who took the time to express their opinion I know there is a silent majority out there I certainly know it can be diffishycult to set your mind to it and actually get with it But gee whiz gang we have until May of 96 to set in place reshyvised rules that could make it easier for us to own and maintain our airplanes Isnt that some incentive Paul Poberezny cant do it all alone - neishyther can the other alphabet aviation orshyganizations or type clubs All of them need member participation and they need it on a frequent basis

This months column isnt meant a to be sour grapes or browbeating - its your wake up call and rallying cry Reshymember as volunteers we cant do

your bidding unless you make your views known Write them down and send them back and it you need more information before you can form an opinion then all you have to do is ask Its why we are all here

All is not gloom and doom - heres a humorous note HG and I received a coushyple ofweeks ago

Dear Buck

Could you possibly send me a copy of your April Pass it to Buck in Vinshytage Airplane My husband was intershyested in your discussion of the engine hour recorder that didn t require an electric or mechanical drive (I didn t know that and gave the magazine to the recycler)

I hope youll be able to send this to me and restore our domestic tranquilshyity Enclosed is $500 which I hope will cover your expenses and a self-adshydressed stamped envelope

Thank you Maskao Smith EAA87167 AC4467

W e were able to send another copy of the April issue to Masako so her husband could order a Running Time Meter for his airplane We were pleased to hear that everything worked out fine Now if we can get Masako to hang onto her Vintage Airplane a few months longer before sendshying them to the (shudder at the thought) recycler

Over to you

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 peryear EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

EAA AVIATION CENTER P OBOX 3086

OSHKOSH WI54903-3086 PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

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October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

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to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

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helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

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Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

C-=Wl AlC HALL OF FAME

The selection of inductees into the EAA AntiqueClassic Hall of Fame has been made The outstanding individuals are

Joseph P Juptner author of the US Civil Aircraft series of books a lifelong contribution on his behalf which docushyments the history of each of the type-cershytificated aircraft certificated up to 1958

The late Cole Palen whose efforts to preserve pioneer WW I and the roaring 20s era of aviation at his Old Rhinebeck Aerodrome brought that time alive for hundreds of thousands of spectators to his weekend shows

Kelly Viets longtime EAA supporter volunteer and antique airplane restorer A past Vice-President and Director of the Division he has lent both his professional expertise in architecture and his talents as an aircraft restorer to EAA and its memshybers

Congratu lations to each of the these men who will be inducted into the AC Hall of Fame during ceremonies to be held in conjunction with the EAA and AC Board of directors meetings Novemshyber 10 1995

compiled by HG Frautschy

Cal00 RESTORATION BOOK

If the story of the restoration of the Como Aero Clubs Caproni CaJOO as deshytailed in the article starting on page 12 has you wishing for more information you may wish to purchase a hard cover book published by the organizer of the restoration Gerolamo Gavazzi He deshytails the history and restoration of this particular Italian pre-war sesquiplane trainer in an 80 page full color book Modelers will be interested to know that a full range of detailed photos of the engine and airframe and three-view outline drawings of both the engine and airframe are included Numerous historical photos are also published in the book It is pubshylished in English with the translation by Muriel Crawford Unfortunately it is not avai lable in the US at this time but for members in the United Kingdom it can be purchased at The Aviation Bookshyshop 656 Holloway Rd London Engshyland N19 3PD-GB

It can also be ordered directly from Caproncino SrI Via V Monti 6 20123 Milano Italy Phone is 0248011456 Fax is 0248008887 The price if ordered dishyrectly is a substantial $3900 plus $13 for shipping

EAA AIR ADVENTURE WEEKEND

Pictured above the the participants in the first EAA Air Adventure weekshyend at Pioneer Airport he ld May 27-281995 From Left to right they are Kingsley Doutt Dorris Doutt lerry Pancoska lanice Pancoska Michael Dean Capt Vern Anderson (Ford Tri-Motor pilot and volunteer) layne Sangerman and Charles Sangerman The weekend adventures which include flights in a number of Pioneer Airport aircraft have proven to be very popushylar For more information please call the EAA Aviation Foundation Flight Dept at 414426-4886

EAA OSHKOSH 95

The weather has heated up and the early volunteers have been busy with site preparations The two new huge exhibit hangars are ready and waiting and you will see many changes to the Convention grounds all designed to make getting to your favorite place a bit easier There will be lots to see and do - if you were on the fence as to whether to hop in the car or plane and head on to OSH perhaps this list of racers will help you with your decishysion The following airplanes are schedshyuled to attend EAA OSHKOSH 95 as part of the Golden Age of Air Racing

DH88 Comet Grosvenor House Brown B-2 Miss Los Angeles Miles and Atwood Special Howard DGA-6 Mr Mulligan (2 each) Travel Air Mystery S Wedell-Williams 44 Wedell-Williams 121 Gee Bee Z City of Springfield Gee BeeY Gee Bee E (2 of them) Gee Bee R-1 Heath Baby Bullet Louise Thadens Travel Air Melba Beards Bird biplane Wittman Chief Oshkosh 2 Clipwing Monocoupes Hendersons Scout Plane

There may also be last minute changes to this list including the possibility of a second Gee Bee R-1

Many personalities associated with the Golden Age will be there including the children and grandchildren of many of the Granville brothers Also expected is Gladys Granville Jones the last of her generation who actually worked on the Gee Bee racers in Springfield with her brothers Col lames Doolittle commanshyder of the U S Air Force Test Pilots School and Gen limmy Doolittles grandshyson will be on hand as will others You ll not want to miss this

One of the highlights of the Convenshytion s tribute to the Golden Age of Air Racing will be a Gee Bee forum to be held July 28 at 1000 am in forum tent 6 Ted B Blakeley PO Box 183 Borshying OR 97009-0183 is organizing the foshyrum - if you have any information you think could be of use to him please feel free to drop him a line

FREE MUSEUM ADMISSION shyDuring EAA OSHKOSH 95 your purshychase of a flightline pass will also allow you free admission to the EAA Air Adshyventure Museum lust show your wristshyband at the door and breeze your way into EAAs world class facility During the Convention the museum Speaker Showshycase series will include presentations by aviation notables including aerobatic pilot Sean Tucker master homebuilder and Sport Aviation columnist Tony Bingelis Voyager pilot Dick Rutan former Soviet

2 JULY 1995

pilot Alexander Zuyev Vie tnam ace Steve Richi e av ia tion writer Richard Collins and many others New exhib its will include a tribute to Women With Wings the new Pioneer Airport exhibit and perhaps a few added surprises

WITTMAN HANGAR PLANS shyOver a year before the untimely passing of Steve and Paula Wittman plans have been underway to build a hangar at Pioshyneer Airport which would house the inshycredible artifact collection and aircraft of the Wittman legacy The EAA Aviation Foundation is planning on entering the next phase of those plans with the groundshybreaking ceremony scheduled fo r Tuesshyday August 1 at 1130 a m at Pioneer Airport immediately following the cereshymonies at the EAA Memorial Wall The plans call for a 60x60 foot hanga r in the style of Steves original hangar Construcshytion and finishing of the hangar would take place over the fall and winte r with completion in time for the 1996 season at Pioneer Airport All interested individushyals a re welcome to attend the gro undshybreaking on August 1 and memorial conshytributions are welcome For more information contact the EAA Aviation Foundation D evelopment D epartment PO 3065 Oshkosh WI 54903-3065

BEECH 18 COCKPIT DISPLAY

The assistant museum director for the Staggerwing Museum in Tullahoma TN Bill McClure has through the generosity of Dave Warren of Southwestern Aero Exchange in Tulsa OK acquire d the cockpit and nose section of a Navy Beech 18 The museum hopes to set the cockpit up fo r di splay in complete as poss ible condition and to that end they need some donor assistance They are looking for (but are not limited to) an instrument panel all main panel instruments both the pilots and co-pilot s seats cockpit lighting floor boards and panel placards The plan is to involve the students in the Aircraft Maintenance program at Middle Tennessee State University in the restoration of the cockpit and will serve as a focal point in th e incorporation of the Twin Beech Association s first disshyplay at the fi rst-class Staggerwing Mushyseum Call Bill at 615895-6836 if you can provide any help with this worthwhile project

AlC MERCHANDISE

Be sure to stop by AntiqueC lassic Headquarters (The Red Barn) and check out the new line of AC logo wear as well as many new shirts and sweats with colorshyfu l airplane motifs For a preview of some of the merchandise available see the Anshytique Classic advertisment at the end of this month s issue of Vintage Airplane

EAAregON THE AIR

THE GREATEST SHOW IN THE AIR IS NOW ON THE AIR

Did you know that over 27 million people attended aviation events in the U S last year Did you know that makes aviation the second most popular in-person spectator sport in the country It shows once again what many EAAers have understood for a long time Fascination with flight is something people share alshymost universally

We are pleased to announce one of the most ambitious programs to meet the needs of that market ever undertaken by our marketing and communications department On July 15 at 12 noon EST a one hour monthly television series dedicated to covering all aspects of aviation will premier It will be produced by EAAs Paul Harvey Audio Visual Center

The production team is headed by Dick Matt Executive ProshyducerlDirector Dick is also EAAs Vice President of Marketing and Communications WriterIProducer Jon Tennyson will write and associshyate produce the series Director of photography is Scott Guyette Other team members are Tim Kramer editor and Jay Koepke camera mount specialist

The show is titled Ultimate Flights and it will appear on the cable sports programming network ESPN2 A newly produced one hour show will follow in each succeeding month (check your local listings for show times) Ultimate Flights will follow a video magazine format similar to many popular news shows Regular departments or columns will be augmented by fascinating features from all around the world of aviashytion

We ll keep you posted on proshygramming plans for Ultimate Flights here in the pages of VINTAGE AIRPLANE The premier show will feature stories of aerobatic champishyons a physically challenged aviator

women in aviation Steve Wittmans last interview a fascinating Young Eagle youth feature on the most reshycent activities of Father Goose Bill Lishman the man who trained wild geese to fly in formation with his Ultralight a Whats Up current afshyfairs segment hosted by EAA presishydent Tom Poberezny coverage of air racing and other activities from the Sun n Fun EAA Fly-In Convention a segment on legendary homebuilder Ray Stits and more

On-going contributors to the show in addition to Tom Poberezny will be international aerobatic chamshypion Patty Wagstaff who hosts Women in Aviation John and Martha King of King Schools who will present Lets Go Flying a segshyment designed to teach viewers the basics of aerodynamics and flying Sean D Tucker one of the true sushyperstars of the airshow circuit who will present a monthly feature entishytled Sky Dancing and Ken Toson the young star of the Young Eashygles motion picture who will host a youth in aviation segment called Young Eagles

Ultimate Flights will represent far more than an entertaining hour It will be intended as a forum of inforshymation exchange for all who are inshyterested in the fascinating world of flight From Warbirds to Ultralights from hang gliders to tactical jets from those who have only dreamed of piloting a plane to the most celeshybrated pilots in the world its our inshytention to cover it all

In a very real sense this show beshylongs to all EAA members Tell your friends about it If you like it support the advertisers Write a letshyter to ESPN complimenting them for recognizing the size and imporshytance of the aviation interested community and don t forget us Write us here in Oshkosh and let us know what you think

VINTAGE AIRPLANE 3

FROM THE ARCHIVES

The Israel Redhead Racer

Thanks to the efforts of John Beetham EAA Treasurer the EAA photo archives was loaned an album ofair racing photos belongshying to the family ofHoward Lyon The photos taken by Mr Lyon are mainly of golden age air racers Ofspecial interest are the photos of Gordon Israels Menasco powered racer the Redhead Mr Lyon had attended the Von Hoffman Aircraft School in St Louis where Gordon Israel was a welding instrucshytor Later Lyon would help Israel in the conshystruction of the Redhead racer

Gordon Israel not only designed and constructed his own racer the Redshyhead but also contributed to more fashymous Howard Racers Pete Ike Mike and Mister Mulligan Along with Benny Howard he co-piloted Misshyter Mulligan to a win in the 1935 Benshydix Race

4 JULY 1995

by Dennis Parks

GORDON ISRAEL

Gordon Israel from Clayton MO reshyceived his first airplane ride in 1922 in the Jenny of a friend From 1928 to 1930 he worked as an instructor at the Von Hoffshyman School which folded up in 1930 Isshyrael was then approached by Benny Howard who wanted his assistance in deshysigning and building a Wright-Gypsy powshyered racer The airplane became know to the racing world as Pete At the time Benny Howard was flying mail between St Louis and Omaha via Kansas City The racer was constructed in a hangar at Lambert field that had been vacated by the Von Hoffman School which came complete with full welding equipment

In its debut at Chicago during Sepshytember of 1930 Pete won five firsts and two thirds out of seven starts Quite a demonstration of the Howard-Israel theshyory of design Israel would also go on to help design and build the other Howard racersIke Mike and Mister Mullishygan Israel would co-pilot Mister Mullishygan to victory in the 1935 Bendix race In 1932 Gordon Israel would design and build his own Menasco powered racer the Redhead During his professional career Israel would remain active in the aircraft industry working for such compashynies as Curtiss-Robertson Buhl Stinson Howard Grumman and Lear Jet

REDHEAD

The Redhead design was conceived in January 1932 Design and construction would continue through July when it was ready to fly It followed the same design principles as the previous single-seat Howard racers using a steel tube fuselage and wooden wings However the Redshyhead had plywood instead of fabric covshyered wings The Israel design was also unique in the use of the inverted gull wing Redhead was powered by a supershycharged Menasco Buccaneer C-6S sixshycylinder in-line engine of 544 cubic inches rated at 230 hp Though a faster machine than Mike or Ike the Redhead was plagued by engine problems throughout most of its career However its first probshylem was on the first flight when the test

pilot cracked it up on landing The airshycraft and engine and had to be rebuilt A new pilot was also needed and Israel found Lou Bowen an American Airlines pilot to fly the airplane

RACES

1932 The Redheads first racing apshypearance was at the National Air Races at Cleveland in September 1932 where it was entered as the Gordon Israel Speshycial Israel had high hopes for the mashychine as it was the only supercharged Menasco entered It did well at the start with Bowen well out in front by the secshyond lap but the front bearing on the Menasco started seizing and the revs started dropping off This happened in every race and Israel came back from Cleveland without earning a penny A disappointed Gordon Israel sent the enshygine back to Menasco to have the main bearing rebored

1933 Los Angeles - At the Nationals in July with Gordon Israel at the conshytrols the Redhead fared much better than in 1932 Israel finished third three times in the 550 cubic inch events and fifth in the 1000 cubic inch event For his efforts Israel earned $250

1933 Chicago - At the International races in September Israel flew Redhead He placed second twice and third once in the 550 cubic inch events which gave him a second overall standing earning him $225 Roy Minor in the Howard Ike won each of the events Israel ran 19773 mph in his third event which would have been fast enough to have won the first two events but Minor won at 2018 mph

1934 The Redhead appeared at the Omaha races in August Israel won the 50 mile free-for-all at a speed of 1973 mph Unfortunately he damaged the ship very badly when he hit a bump on the field on landing after victory in the race From all that weve been able to find this was the last time Israel raced the Redhead

1935 In 1935 Gordon Israel joined with Benny Howard in piloting the Howard Mister Mulligan to victory in the Bendix cross country race from Los Angeles to Cleveland

(Above) This head-on view shows the inverted gull wing This feature was used by Israel to reduce the wing-fuselage intersection drag At the side of the fuseshylage the airfoil had a 9 symmetrical section set a zero angle of incidence to prevent any airflow separation at the junction of the center section and the fuselage

(Below) The short wing of the Redhead had many ribs for strength along with four compression bays There appears to be a one piece laminated leading and trailshying edge on the wing The elliptical plan form was seshylected in order to reduce the cord at the side of the fuselage Unfortunately the airplane had miserable stall characteristics and would snap-roll if one tried to three-point it on landing

(Above) The engine was a Menasco supercharged 544 cubic inch six-cylinder engine The fuselage (below) was of welded steel tubshying the turtle deck plywood covered The center section where the wing panels were attached was heat treated

VINTAGE AIRPLANE 5

(Right) The Israel Redhead like the Howard single-seat racers was conshystructed very robustly Howard and Israel were extremely conscious about incorporating enough strucshytural strength The Redhead and the Howard racers were stressed to a 9G limit They were as strong as the Army pursuit planes flying at the time Israel believed he had enough concerns about keeping the hoppedshyup Menasco engines running without worrying about the airplane coming apart

(Left) Because of the miserable low speed handling of the Redhead when Israel flew it at the Los Angles races in 1933 he made only wheel landings to keep from rolling the racer up in a ball In the two months between the Nationals in LA and the Internationshyals in Chicago Israel took the airshyplane back to St Louis and put a new center section on it greatly improvshying the airplanes handling at low speeds

(Above) After Ben Howard and Gordon Israel produced Pete and prior to construction ofMike and Ike Israel began work on his own racer It was largely completed by the time the Howard racers were begun Work on the Redhead apparently stopped while the two new Howard racers were completed Israels airplane was completed in the summer of 1932 after Ike and Mike took to the air

6 JULY 1995

by Buck Hilbert EAA 21 Ale 5 PO Box 424 Union IL 60180

Im having a bad day I just came back from a trip to purchase another load of stamps The Post Office is beshycoming a major investment for me I spend more money down there paying extra postage for information packets I send to people parts I mail and things I get that have postage due than I care to think about

BUT I gotta start thinking about it It is especially difficult to accept when I spend severa l hours each day here at my typewriter answering letters and trying to help people I feel a need to answer each and every letter I get I truly enjoy the sense of accompli shshyment I get whenever I am able to help people eve n those who are not yet members of our AntiqueClassic Divishysion

What bothers me is that often and I mean more often than not I never hear back from the very people who I try to help I send specifications manuals inshyformation recommendations refe rshyences and in general do everything I can to help our members Once in a while I even have to give advice to the lovelorn (aviation lovelorn - you know the type - I really like this airplane shyhow do I find just the one thats right for me)

I ask them to share with their fellow EAA and Division members when they have an especially interesting project airplane or good idea I meet and see many people all the time who have great restorations and great ideas In return I often get a deluge of answers and help when I have a question or problem that I need advice to solve But it is frustrating when I dont hear back from those who I have sent mateshyrials to - I have no way of knowing if they found it useful or if they thought I was blowing smoke Feedback is imshyportant

PASSd hBUCK

Im sure many of you notice that I sign off my column and letters with Over to You Sure its an obvious reference to our aviation radio phraseshyology but it much more than that When I write you and sign off with Over to You it means Id like and need a reply How do I know I didnt say or do something that displeased you Cmon guys and gals we have a forum here with the EAA AntiqueClassic Divisions Vintage Airplane that can serve everyone of its members HG and I need your help and your input and we need feedback so we stay on track

A good example are my comments on the Aviation Rules Advisory Comshymittee in a recent issue I asked for inshyput on how you wanted to handle the revision of FAR parts 91 and 43 as pershytains to OwnerPilot maintenance I explained that these rules had been in effect since 1938 and they could stand some changing to meet todays needs

Care to hazard a guess as to how many people I heard from Believe it or not less than ten Thats ten out of nearly 10000 members out there who took the time to express their opinion I know there is a silent majority out there I certainly know it can be diffishycult to set your mind to it and actually get with it But gee whiz gang we have until May of 96 to set in place reshyvised rules that could make it easier for us to own and maintain our airplanes Isnt that some incentive Paul Poberezny cant do it all alone - neishyther can the other alphabet aviation orshyganizations or type clubs All of them need member participation and they need it on a frequent basis

This months column isnt meant a to be sour grapes or browbeating - its your wake up call and rallying cry Reshymember as volunteers we cant do

your bidding unless you make your views known Write them down and send them back and it you need more information before you can form an opinion then all you have to do is ask Its why we are all here

All is not gloom and doom - heres a humorous note HG and I received a coushyple ofweeks ago

Dear Buck

Could you possibly send me a copy of your April Pass it to Buck in Vinshytage Airplane My husband was intershyested in your discussion of the engine hour recorder that didn t require an electric or mechanical drive (I didn t know that and gave the magazine to the recycler)

I hope youll be able to send this to me and restore our domestic tranquilshyity Enclosed is $500 which I hope will cover your expenses and a self-adshydressed stamped envelope

Thank you Maskao Smith EAA87167 AC4467

W e were able to send another copy of the April issue to Masako so her husband could order a Running Time Meter for his airplane We were pleased to hear that everything worked out fine Now if we can get Masako to hang onto her Vintage Airplane a few months longer before sendshying them to the (shudder at the thought) recycler

Over to you

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

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receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

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Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

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~ -shyI IB

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first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

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3 years Indiana Tech in aeronautical engineering

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Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

pilot Alexander Zuyev Vie tnam ace Steve Richi e av ia tion writer Richard Collins and many others New exhib its will include a tribute to Women With Wings the new Pioneer Airport exhibit and perhaps a few added surprises

WITTMAN HANGAR PLANS shyOver a year before the untimely passing of Steve and Paula Wittman plans have been underway to build a hangar at Pioshyneer Airport which would house the inshycredible artifact collection and aircraft of the Wittman legacy The EAA Aviation Foundation is planning on entering the next phase of those plans with the groundshybreaking ceremony scheduled fo r Tuesshyday August 1 at 1130 a m at Pioneer Airport immediately following the cereshymonies at the EAA Memorial Wall The plans call for a 60x60 foot hanga r in the style of Steves original hangar Construcshytion and finishing of the hangar would take place over the fall and winte r with completion in time for the 1996 season at Pioneer Airport All interested individushyals a re welcome to attend the gro undshybreaking on August 1 and memorial conshytributions are welcome For more information contact the EAA Aviation Foundation D evelopment D epartment PO 3065 Oshkosh WI 54903-3065

BEECH 18 COCKPIT DISPLAY

The assistant museum director for the Staggerwing Museum in Tullahoma TN Bill McClure has through the generosity of Dave Warren of Southwestern Aero Exchange in Tulsa OK acquire d the cockpit and nose section of a Navy Beech 18 The museum hopes to set the cockpit up fo r di splay in complete as poss ible condition and to that end they need some donor assistance They are looking for (but are not limited to) an instrument panel all main panel instruments both the pilots and co-pilot s seats cockpit lighting floor boards and panel placards The plan is to involve the students in the Aircraft Maintenance program at Middle Tennessee State University in the restoration of the cockpit and will serve as a focal point in th e incorporation of the Twin Beech Association s first disshyplay at the fi rst-class Staggerwing Mushyseum Call Bill at 615895-6836 if you can provide any help with this worthwhile project

AlC MERCHANDISE

Be sure to stop by AntiqueC lassic Headquarters (The Red Barn) and check out the new line of AC logo wear as well as many new shirts and sweats with colorshyfu l airplane motifs For a preview of some of the merchandise available see the Anshytique Classic advertisment at the end of this month s issue of Vintage Airplane

EAAregON THE AIR

THE GREATEST SHOW IN THE AIR IS NOW ON THE AIR

Did you know that over 27 million people attended aviation events in the U S last year Did you know that makes aviation the second most popular in-person spectator sport in the country It shows once again what many EAAers have understood for a long time Fascination with flight is something people share alshymost universally

We are pleased to announce one of the most ambitious programs to meet the needs of that market ever undertaken by our marketing and communications department On July 15 at 12 noon EST a one hour monthly television series dedicated to covering all aspects of aviation will premier It will be produced by EAAs Paul Harvey Audio Visual Center

The production team is headed by Dick Matt Executive ProshyducerlDirector Dick is also EAAs Vice President of Marketing and Communications WriterIProducer Jon Tennyson will write and associshyate produce the series Director of photography is Scott Guyette Other team members are Tim Kramer editor and Jay Koepke camera mount specialist

The show is titled Ultimate Flights and it will appear on the cable sports programming network ESPN2 A newly produced one hour show will follow in each succeeding month (check your local listings for show times) Ultimate Flights will follow a video magazine format similar to many popular news shows Regular departments or columns will be augmented by fascinating features from all around the world of aviashytion

We ll keep you posted on proshygramming plans for Ultimate Flights here in the pages of VINTAGE AIRPLANE The premier show will feature stories of aerobatic champishyons a physically challenged aviator

women in aviation Steve Wittmans last interview a fascinating Young Eagle youth feature on the most reshycent activities of Father Goose Bill Lishman the man who trained wild geese to fly in formation with his Ultralight a Whats Up current afshyfairs segment hosted by EAA presishydent Tom Poberezny coverage of air racing and other activities from the Sun n Fun EAA Fly-In Convention a segment on legendary homebuilder Ray Stits and more

On-going contributors to the show in addition to Tom Poberezny will be international aerobatic chamshypion Patty Wagstaff who hosts Women in Aviation John and Martha King of King Schools who will present Lets Go Flying a segshyment designed to teach viewers the basics of aerodynamics and flying Sean D Tucker one of the true sushyperstars of the airshow circuit who will present a monthly feature entishytled Sky Dancing and Ken Toson the young star of the Young Eashygles motion picture who will host a youth in aviation segment called Young Eagles

Ultimate Flights will represent far more than an entertaining hour It will be intended as a forum of inforshymation exchange for all who are inshyterested in the fascinating world of flight From Warbirds to Ultralights from hang gliders to tactical jets from those who have only dreamed of piloting a plane to the most celeshybrated pilots in the world its our inshytention to cover it all

In a very real sense this show beshylongs to all EAA members Tell your friends about it If you like it support the advertisers Write a letshyter to ESPN complimenting them for recognizing the size and imporshytance of the aviation interested community and don t forget us Write us here in Oshkosh and let us know what you think

VINTAGE AIRPLANE 3

FROM THE ARCHIVES

The Israel Redhead Racer

Thanks to the efforts of John Beetham EAA Treasurer the EAA photo archives was loaned an album ofair racing photos belongshying to the family ofHoward Lyon The photos taken by Mr Lyon are mainly of golden age air racers Ofspecial interest are the photos of Gordon Israels Menasco powered racer the Redhead Mr Lyon had attended the Von Hoffman Aircraft School in St Louis where Gordon Israel was a welding instrucshytor Later Lyon would help Israel in the conshystruction of the Redhead racer

Gordon Israel not only designed and constructed his own racer the Redshyhead but also contributed to more fashymous Howard Racers Pete Ike Mike and Mister Mulligan Along with Benny Howard he co-piloted Misshyter Mulligan to a win in the 1935 Benshydix Race

4 JULY 1995

by Dennis Parks

GORDON ISRAEL

Gordon Israel from Clayton MO reshyceived his first airplane ride in 1922 in the Jenny of a friend From 1928 to 1930 he worked as an instructor at the Von Hoffshyman School which folded up in 1930 Isshyrael was then approached by Benny Howard who wanted his assistance in deshysigning and building a Wright-Gypsy powshyered racer The airplane became know to the racing world as Pete At the time Benny Howard was flying mail between St Louis and Omaha via Kansas City The racer was constructed in a hangar at Lambert field that had been vacated by the Von Hoffman School which came complete with full welding equipment

In its debut at Chicago during Sepshytember of 1930 Pete won five firsts and two thirds out of seven starts Quite a demonstration of the Howard-Israel theshyory of design Israel would also go on to help design and build the other Howard racersIke Mike and Mister Mullishygan Israel would co-pilot Mister Mullishygan to victory in the 1935 Bendix race In 1932 Gordon Israel would design and build his own Menasco powered racer the Redhead During his professional career Israel would remain active in the aircraft industry working for such compashynies as Curtiss-Robertson Buhl Stinson Howard Grumman and Lear Jet

REDHEAD

The Redhead design was conceived in January 1932 Design and construction would continue through July when it was ready to fly It followed the same design principles as the previous single-seat Howard racers using a steel tube fuselage and wooden wings However the Redshyhead had plywood instead of fabric covshyered wings The Israel design was also unique in the use of the inverted gull wing Redhead was powered by a supershycharged Menasco Buccaneer C-6S sixshycylinder in-line engine of 544 cubic inches rated at 230 hp Though a faster machine than Mike or Ike the Redhead was plagued by engine problems throughout most of its career However its first probshylem was on the first flight when the test

pilot cracked it up on landing The airshycraft and engine and had to be rebuilt A new pilot was also needed and Israel found Lou Bowen an American Airlines pilot to fly the airplane

RACES

1932 The Redheads first racing apshypearance was at the National Air Races at Cleveland in September 1932 where it was entered as the Gordon Israel Speshycial Israel had high hopes for the mashychine as it was the only supercharged Menasco entered It did well at the start with Bowen well out in front by the secshyond lap but the front bearing on the Menasco started seizing and the revs started dropping off This happened in every race and Israel came back from Cleveland without earning a penny A disappointed Gordon Israel sent the enshygine back to Menasco to have the main bearing rebored

1933 Los Angeles - At the Nationals in July with Gordon Israel at the conshytrols the Redhead fared much better than in 1932 Israel finished third three times in the 550 cubic inch events and fifth in the 1000 cubic inch event For his efforts Israel earned $250

1933 Chicago - At the International races in September Israel flew Redhead He placed second twice and third once in the 550 cubic inch events which gave him a second overall standing earning him $225 Roy Minor in the Howard Ike won each of the events Israel ran 19773 mph in his third event which would have been fast enough to have won the first two events but Minor won at 2018 mph

1934 The Redhead appeared at the Omaha races in August Israel won the 50 mile free-for-all at a speed of 1973 mph Unfortunately he damaged the ship very badly when he hit a bump on the field on landing after victory in the race From all that weve been able to find this was the last time Israel raced the Redhead

1935 In 1935 Gordon Israel joined with Benny Howard in piloting the Howard Mister Mulligan to victory in the Bendix cross country race from Los Angeles to Cleveland

(Above) This head-on view shows the inverted gull wing This feature was used by Israel to reduce the wing-fuselage intersection drag At the side of the fuseshylage the airfoil had a 9 symmetrical section set a zero angle of incidence to prevent any airflow separation at the junction of the center section and the fuselage

(Below) The short wing of the Redhead had many ribs for strength along with four compression bays There appears to be a one piece laminated leading and trailshying edge on the wing The elliptical plan form was seshylected in order to reduce the cord at the side of the fuselage Unfortunately the airplane had miserable stall characteristics and would snap-roll if one tried to three-point it on landing

(Above) The engine was a Menasco supercharged 544 cubic inch six-cylinder engine The fuselage (below) was of welded steel tubshying the turtle deck plywood covered The center section where the wing panels were attached was heat treated

VINTAGE AIRPLANE 5

(Right) The Israel Redhead like the Howard single-seat racers was conshystructed very robustly Howard and Israel were extremely conscious about incorporating enough strucshytural strength The Redhead and the Howard racers were stressed to a 9G limit They were as strong as the Army pursuit planes flying at the time Israel believed he had enough concerns about keeping the hoppedshyup Menasco engines running without worrying about the airplane coming apart

(Left) Because of the miserable low speed handling of the Redhead when Israel flew it at the Los Angles races in 1933 he made only wheel landings to keep from rolling the racer up in a ball In the two months between the Nationals in LA and the Internationshyals in Chicago Israel took the airshyplane back to St Louis and put a new center section on it greatly improvshying the airplanes handling at low speeds

(Above) After Ben Howard and Gordon Israel produced Pete and prior to construction ofMike and Ike Israel began work on his own racer It was largely completed by the time the Howard racers were begun Work on the Redhead apparently stopped while the two new Howard racers were completed Israels airplane was completed in the summer of 1932 after Ike and Mike took to the air

6 JULY 1995

by Buck Hilbert EAA 21 Ale 5 PO Box 424 Union IL 60180

Im having a bad day I just came back from a trip to purchase another load of stamps The Post Office is beshycoming a major investment for me I spend more money down there paying extra postage for information packets I send to people parts I mail and things I get that have postage due than I care to think about

BUT I gotta start thinking about it It is especially difficult to accept when I spend severa l hours each day here at my typewriter answering letters and trying to help people I feel a need to answer each and every letter I get I truly enjoy the sense of accompli shshyment I get whenever I am able to help people eve n those who are not yet members of our AntiqueClassic Divishysion

What bothers me is that often and I mean more often than not I never hear back from the very people who I try to help I send specifications manuals inshyformation recommendations refe rshyences and in general do everything I can to help our members Once in a while I even have to give advice to the lovelorn (aviation lovelorn - you know the type - I really like this airplane shyhow do I find just the one thats right for me)

I ask them to share with their fellow EAA and Division members when they have an especially interesting project airplane or good idea I meet and see many people all the time who have great restorations and great ideas In return I often get a deluge of answers and help when I have a question or problem that I need advice to solve But it is frustrating when I dont hear back from those who I have sent mateshyrials to - I have no way of knowing if they found it useful or if they thought I was blowing smoke Feedback is imshyportant

PASSd hBUCK

Im sure many of you notice that I sign off my column and letters with Over to You Sure its an obvious reference to our aviation radio phraseshyology but it much more than that When I write you and sign off with Over to You it means Id like and need a reply How do I know I didnt say or do something that displeased you Cmon guys and gals we have a forum here with the EAA AntiqueClassic Divisions Vintage Airplane that can serve everyone of its members HG and I need your help and your input and we need feedback so we stay on track

A good example are my comments on the Aviation Rules Advisory Comshymittee in a recent issue I asked for inshyput on how you wanted to handle the revision of FAR parts 91 and 43 as pershytains to OwnerPilot maintenance I explained that these rules had been in effect since 1938 and they could stand some changing to meet todays needs

Care to hazard a guess as to how many people I heard from Believe it or not less than ten Thats ten out of nearly 10000 members out there who took the time to express their opinion I know there is a silent majority out there I certainly know it can be diffishycult to set your mind to it and actually get with it But gee whiz gang we have until May of 96 to set in place reshyvised rules that could make it easier for us to own and maintain our airplanes Isnt that some incentive Paul Poberezny cant do it all alone - neishyther can the other alphabet aviation orshyganizations or type clubs All of them need member participation and they need it on a frequent basis

This months column isnt meant a to be sour grapes or browbeating - its your wake up call and rallying cry Reshymember as volunteers we cant do

your bidding unless you make your views known Write them down and send them back and it you need more information before you can form an opinion then all you have to do is ask Its why we are all here

All is not gloom and doom - heres a humorous note HG and I received a coushyple ofweeks ago

Dear Buck

Could you possibly send me a copy of your April Pass it to Buck in Vinshytage Airplane My husband was intershyested in your discussion of the engine hour recorder that didn t require an electric or mechanical drive (I didn t know that and gave the magazine to the recycler)

I hope youll be able to send this to me and restore our domestic tranquilshyity Enclosed is $500 which I hope will cover your expenses and a self-adshydressed stamped envelope

Thank you Maskao Smith EAA87167 AC4467

W e were able to send another copy of the April issue to Masako so her husband could order a Running Time Meter for his airplane We were pleased to hear that everything worked out fine Now if we can get Masako to hang onto her Vintage Airplane a few months longer before sendshying them to the (shudder at the thought) recycler

Over to you

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

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retired in 1990 with 23000 hours Rying

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

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ORDfRNOW VINTAGE AIRPLANE 33

FROM THE ARCHIVES

The Israel Redhead Racer

Thanks to the efforts of John Beetham EAA Treasurer the EAA photo archives was loaned an album ofair racing photos belongshying to the family ofHoward Lyon The photos taken by Mr Lyon are mainly of golden age air racers Ofspecial interest are the photos of Gordon Israels Menasco powered racer the Redhead Mr Lyon had attended the Von Hoffman Aircraft School in St Louis where Gordon Israel was a welding instrucshytor Later Lyon would help Israel in the conshystruction of the Redhead racer

Gordon Israel not only designed and constructed his own racer the Redshyhead but also contributed to more fashymous Howard Racers Pete Ike Mike and Mister Mulligan Along with Benny Howard he co-piloted Misshyter Mulligan to a win in the 1935 Benshydix Race

4 JULY 1995

by Dennis Parks

GORDON ISRAEL

Gordon Israel from Clayton MO reshyceived his first airplane ride in 1922 in the Jenny of a friend From 1928 to 1930 he worked as an instructor at the Von Hoffshyman School which folded up in 1930 Isshyrael was then approached by Benny Howard who wanted his assistance in deshysigning and building a Wright-Gypsy powshyered racer The airplane became know to the racing world as Pete At the time Benny Howard was flying mail between St Louis and Omaha via Kansas City The racer was constructed in a hangar at Lambert field that had been vacated by the Von Hoffman School which came complete with full welding equipment

In its debut at Chicago during Sepshytember of 1930 Pete won five firsts and two thirds out of seven starts Quite a demonstration of the Howard-Israel theshyory of design Israel would also go on to help design and build the other Howard racersIke Mike and Mister Mullishygan Israel would co-pilot Mister Mullishygan to victory in the 1935 Bendix race In 1932 Gordon Israel would design and build his own Menasco powered racer the Redhead During his professional career Israel would remain active in the aircraft industry working for such compashynies as Curtiss-Robertson Buhl Stinson Howard Grumman and Lear Jet

REDHEAD

The Redhead design was conceived in January 1932 Design and construction would continue through July when it was ready to fly It followed the same design principles as the previous single-seat Howard racers using a steel tube fuselage and wooden wings However the Redshyhead had plywood instead of fabric covshyered wings The Israel design was also unique in the use of the inverted gull wing Redhead was powered by a supershycharged Menasco Buccaneer C-6S sixshycylinder in-line engine of 544 cubic inches rated at 230 hp Though a faster machine than Mike or Ike the Redhead was plagued by engine problems throughout most of its career However its first probshylem was on the first flight when the test

pilot cracked it up on landing The airshycraft and engine and had to be rebuilt A new pilot was also needed and Israel found Lou Bowen an American Airlines pilot to fly the airplane

RACES

1932 The Redheads first racing apshypearance was at the National Air Races at Cleveland in September 1932 where it was entered as the Gordon Israel Speshycial Israel had high hopes for the mashychine as it was the only supercharged Menasco entered It did well at the start with Bowen well out in front by the secshyond lap but the front bearing on the Menasco started seizing and the revs started dropping off This happened in every race and Israel came back from Cleveland without earning a penny A disappointed Gordon Israel sent the enshygine back to Menasco to have the main bearing rebored

1933 Los Angeles - At the Nationals in July with Gordon Israel at the conshytrols the Redhead fared much better than in 1932 Israel finished third three times in the 550 cubic inch events and fifth in the 1000 cubic inch event For his efforts Israel earned $250

1933 Chicago - At the International races in September Israel flew Redhead He placed second twice and third once in the 550 cubic inch events which gave him a second overall standing earning him $225 Roy Minor in the Howard Ike won each of the events Israel ran 19773 mph in his third event which would have been fast enough to have won the first two events but Minor won at 2018 mph

1934 The Redhead appeared at the Omaha races in August Israel won the 50 mile free-for-all at a speed of 1973 mph Unfortunately he damaged the ship very badly when he hit a bump on the field on landing after victory in the race From all that weve been able to find this was the last time Israel raced the Redhead

1935 In 1935 Gordon Israel joined with Benny Howard in piloting the Howard Mister Mulligan to victory in the Bendix cross country race from Los Angeles to Cleveland

(Above) This head-on view shows the inverted gull wing This feature was used by Israel to reduce the wing-fuselage intersection drag At the side of the fuseshylage the airfoil had a 9 symmetrical section set a zero angle of incidence to prevent any airflow separation at the junction of the center section and the fuselage

(Below) The short wing of the Redhead had many ribs for strength along with four compression bays There appears to be a one piece laminated leading and trailshying edge on the wing The elliptical plan form was seshylected in order to reduce the cord at the side of the fuselage Unfortunately the airplane had miserable stall characteristics and would snap-roll if one tried to three-point it on landing

(Above) The engine was a Menasco supercharged 544 cubic inch six-cylinder engine The fuselage (below) was of welded steel tubshying the turtle deck plywood covered The center section where the wing panels were attached was heat treated

VINTAGE AIRPLANE 5

(Right) The Israel Redhead like the Howard single-seat racers was conshystructed very robustly Howard and Israel were extremely conscious about incorporating enough strucshytural strength The Redhead and the Howard racers were stressed to a 9G limit They were as strong as the Army pursuit planes flying at the time Israel believed he had enough concerns about keeping the hoppedshyup Menasco engines running without worrying about the airplane coming apart

(Left) Because of the miserable low speed handling of the Redhead when Israel flew it at the Los Angles races in 1933 he made only wheel landings to keep from rolling the racer up in a ball In the two months between the Nationals in LA and the Internationshyals in Chicago Israel took the airshyplane back to St Louis and put a new center section on it greatly improvshying the airplanes handling at low speeds

(Above) After Ben Howard and Gordon Israel produced Pete and prior to construction ofMike and Ike Israel began work on his own racer It was largely completed by the time the Howard racers were begun Work on the Redhead apparently stopped while the two new Howard racers were completed Israels airplane was completed in the summer of 1932 after Ike and Mike took to the air

6 JULY 1995

by Buck Hilbert EAA 21 Ale 5 PO Box 424 Union IL 60180

Im having a bad day I just came back from a trip to purchase another load of stamps The Post Office is beshycoming a major investment for me I spend more money down there paying extra postage for information packets I send to people parts I mail and things I get that have postage due than I care to think about

BUT I gotta start thinking about it It is especially difficult to accept when I spend severa l hours each day here at my typewriter answering letters and trying to help people I feel a need to answer each and every letter I get I truly enjoy the sense of accompli shshyment I get whenever I am able to help people eve n those who are not yet members of our AntiqueClassic Divishysion

What bothers me is that often and I mean more often than not I never hear back from the very people who I try to help I send specifications manuals inshyformation recommendations refe rshyences and in general do everything I can to help our members Once in a while I even have to give advice to the lovelorn (aviation lovelorn - you know the type - I really like this airplane shyhow do I find just the one thats right for me)

I ask them to share with their fellow EAA and Division members when they have an especially interesting project airplane or good idea I meet and see many people all the time who have great restorations and great ideas In return I often get a deluge of answers and help when I have a question or problem that I need advice to solve But it is frustrating when I dont hear back from those who I have sent mateshyrials to - I have no way of knowing if they found it useful or if they thought I was blowing smoke Feedback is imshyportant

PASSd hBUCK

Im sure many of you notice that I sign off my column and letters with Over to You Sure its an obvious reference to our aviation radio phraseshyology but it much more than that When I write you and sign off with Over to You it means Id like and need a reply How do I know I didnt say or do something that displeased you Cmon guys and gals we have a forum here with the EAA AntiqueClassic Divisions Vintage Airplane that can serve everyone of its members HG and I need your help and your input and we need feedback so we stay on track

A good example are my comments on the Aviation Rules Advisory Comshymittee in a recent issue I asked for inshyput on how you wanted to handle the revision of FAR parts 91 and 43 as pershytains to OwnerPilot maintenance I explained that these rules had been in effect since 1938 and they could stand some changing to meet todays needs

Care to hazard a guess as to how many people I heard from Believe it or not less than ten Thats ten out of nearly 10000 members out there who took the time to express their opinion I know there is a silent majority out there I certainly know it can be diffishycult to set your mind to it and actually get with it But gee whiz gang we have until May of 96 to set in place reshyvised rules that could make it easier for us to own and maintain our airplanes Isnt that some incentive Paul Poberezny cant do it all alone - neishyther can the other alphabet aviation orshyganizations or type clubs All of them need member participation and they need it on a frequent basis

This months column isnt meant a to be sour grapes or browbeating - its your wake up call and rallying cry Reshymember as volunteers we cant do

your bidding unless you make your views known Write them down and send them back and it you need more information before you can form an opinion then all you have to do is ask Its why we are all here

All is not gloom and doom - heres a humorous note HG and I received a coushyple ofweeks ago

Dear Buck

Could you possibly send me a copy of your April Pass it to Buck in Vinshytage Airplane My husband was intershyested in your discussion of the engine hour recorder that didn t require an electric or mechanical drive (I didn t know that and gave the magazine to the recycler)

I hope youll be able to send this to me and restore our domestic tranquilshyity Enclosed is $500 which I hope will cover your expenses and a self-adshydressed stamped envelope

Thank you Maskao Smith EAA87167 AC4467

W e were able to send another copy of the April issue to Masako so her husband could order a Running Time Meter for his airplane We were pleased to hear that everything worked out fine Now if we can get Masako to hang onto her Vintage Airplane a few months longer before sendshying them to the (shudder at the thought) recycler

Over to you

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

New Members Charles O Allen David Almy Ian Archibald Richard Balfour Robert B Barnes Joe Bauer Archie F Beighley Marion A Bell Michael D Berry Alain Bliez Richard R Borg Paul C Brent Andy Brinkley Harvey L Bruner John P Callos Michael M Carey William Castleton William J Clifford Douglas L Cline Larry N Collins Philip H Colmer Clarence S Conover Jr Richard W Cooper Robert J Cox Col William T Creech Lloyd A De Bock H E Delker Wayne K Dickson Doll Electric Corp Jesse K Douglas Jeffrey R Dwyer Lloyd W East Jr Roger A Edgington Theo Embry

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

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1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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bull UNMANNED AIRCRAFT

bull RDTORCRAFT amp EXPERIMENTALS

bull MAINS Aux amp FERRY CELLS

bull Homebuilts 1 ~TE Kit Plane Co s bull ~e ~~

bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull

October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

(Above) This head-on view shows the inverted gull wing This feature was used by Israel to reduce the wing-fuselage intersection drag At the side of the fuseshylage the airfoil had a 9 symmetrical section set a zero angle of incidence to prevent any airflow separation at the junction of the center section and the fuselage

(Below) The short wing of the Redhead had many ribs for strength along with four compression bays There appears to be a one piece laminated leading and trailshying edge on the wing The elliptical plan form was seshylected in order to reduce the cord at the side of the fuselage Unfortunately the airplane had miserable stall characteristics and would snap-roll if one tried to three-point it on landing

(Above) The engine was a Menasco supercharged 544 cubic inch six-cylinder engine The fuselage (below) was of welded steel tubshying the turtle deck plywood covered The center section where the wing panels were attached was heat treated

VINTAGE AIRPLANE 5

(Right) The Israel Redhead like the Howard single-seat racers was conshystructed very robustly Howard and Israel were extremely conscious about incorporating enough strucshytural strength The Redhead and the Howard racers were stressed to a 9G limit They were as strong as the Army pursuit planes flying at the time Israel believed he had enough concerns about keeping the hoppedshyup Menasco engines running without worrying about the airplane coming apart

(Left) Because of the miserable low speed handling of the Redhead when Israel flew it at the Los Angles races in 1933 he made only wheel landings to keep from rolling the racer up in a ball In the two months between the Nationals in LA and the Internationshyals in Chicago Israel took the airshyplane back to St Louis and put a new center section on it greatly improvshying the airplanes handling at low speeds

(Above) After Ben Howard and Gordon Israel produced Pete and prior to construction ofMike and Ike Israel began work on his own racer It was largely completed by the time the Howard racers were begun Work on the Redhead apparently stopped while the two new Howard racers were completed Israels airplane was completed in the summer of 1932 after Ike and Mike took to the air

6 JULY 1995

by Buck Hilbert EAA 21 Ale 5 PO Box 424 Union IL 60180

Im having a bad day I just came back from a trip to purchase another load of stamps The Post Office is beshycoming a major investment for me I spend more money down there paying extra postage for information packets I send to people parts I mail and things I get that have postage due than I care to think about

BUT I gotta start thinking about it It is especially difficult to accept when I spend severa l hours each day here at my typewriter answering letters and trying to help people I feel a need to answer each and every letter I get I truly enjoy the sense of accompli shshyment I get whenever I am able to help people eve n those who are not yet members of our AntiqueClassic Divishysion

What bothers me is that often and I mean more often than not I never hear back from the very people who I try to help I send specifications manuals inshyformation recommendations refe rshyences and in general do everything I can to help our members Once in a while I even have to give advice to the lovelorn (aviation lovelorn - you know the type - I really like this airplane shyhow do I find just the one thats right for me)

I ask them to share with their fellow EAA and Division members when they have an especially interesting project airplane or good idea I meet and see many people all the time who have great restorations and great ideas In return I often get a deluge of answers and help when I have a question or problem that I need advice to solve But it is frustrating when I dont hear back from those who I have sent mateshyrials to - I have no way of knowing if they found it useful or if they thought I was blowing smoke Feedback is imshyportant

PASSd hBUCK

Im sure many of you notice that I sign off my column and letters with Over to You Sure its an obvious reference to our aviation radio phraseshyology but it much more than that When I write you and sign off with Over to You it means Id like and need a reply How do I know I didnt say or do something that displeased you Cmon guys and gals we have a forum here with the EAA AntiqueClassic Divisions Vintage Airplane that can serve everyone of its members HG and I need your help and your input and we need feedback so we stay on track

A good example are my comments on the Aviation Rules Advisory Comshymittee in a recent issue I asked for inshyput on how you wanted to handle the revision of FAR parts 91 and 43 as pershytains to OwnerPilot maintenance I explained that these rules had been in effect since 1938 and they could stand some changing to meet todays needs

Care to hazard a guess as to how many people I heard from Believe it or not less than ten Thats ten out of nearly 10000 members out there who took the time to express their opinion I know there is a silent majority out there I certainly know it can be diffishycult to set your mind to it and actually get with it But gee whiz gang we have until May of 96 to set in place reshyvised rules that could make it easier for us to own and maintain our airplanes Isnt that some incentive Paul Poberezny cant do it all alone - neishyther can the other alphabet aviation orshyganizations or type clubs All of them need member participation and they need it on a frequent basis

This months column isnt meant a to be sour grapes or browbeating - its your wake up call and rallying cry Reshymember as volunteers we cant do

your bidding unless you make your views known Write them down and send them back and it you need more information before you can form an opinion then all you have to do is ask Its why we are all here

All is not gloom and doom - heres a humorous note HG and I received a coushyple ofweeks ago

Dear Buck

Could you possibly send me a copy of your April Pass it to Buck in Vinshytage Airplane My husband was intershyested in your discussion of the engine hour recorder that didn t require an electric or mechanical drive (I didn t know that and gave the magazine to the recycler)

I hope youll be able to send this to me and restore our domestic tranquilshyity Enclosed is $500 which I hope will cover your expenses and a self-adshydressed stamped envelope

Thank you Maskao Smith EAA87167 AC4467

W e were able to send another copy of the April issue to Masako so her husband could order a Running Time Meter for his airplane We were pleased to hear that everything worked out fine Now if we can get Masako to hang onto her Vintage Airplane a few months longer before sendshying them to the (shudder at the thought) recycler

Over to you

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

New Members Charles O Allen David Almy Ian Archibald Richard Balfour Robert B Barnes Joe Bauer Archie F Beighley Marion A Bell Michael D Berry Alain Bliez Richard R Borg Paul C Brent Andy Brinkley Harvey L Bruner John P Callos Michael M Carey William Castleton William J Clifford Douglas L Cline Larry N Collins Philip H Colmer Clarence S Conover Jr Richard W Cooper Robert J Cox Col William T Creech Lloyd A De Bock H E Delker Wayne K Dickson Doll Electric Corp Jesse K Douglas Jeffrey R Dwyer Lloyd W East Jr Roger A Edgington Theo Embry

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Wilmslow Cheshire England Mary Ann L Winter Belmont CA K A Wiseman Springfield MO Thomas 1 Witt Doylestown PA Mike J Wittmann Santa Cruz CA Byron J Woodruff Santa Clara CA WraalstadG ary Bryans Rd MD Joseph Zito Perry Hall MD Dorin Zohner Waterville ME

VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

~~~ ~amp~~~~~

bull UNMANNED AIRCRAFT

bull RDTORCRAFT amp EXPERIMENTALS

bull MAINS Aux amp FERRY CELLS

bull Homebuilts 1 ~TE Kit Plane Co s bull ~e ~~

bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull

October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

(Right) The Israel Redhead like the Howard single-seat racers was conshystructed very robustly Howard and Israel were extremely conscious about incorporating enough strucshytural strength The Redhead and the Howard racers were stressed to a 9G limit They were as strong as the Army pursuit planes flying at the time Israel believed he had enough concerns about keeping the hoppedshyup Menasco engines running without worrying about the airplane coming apart

(Left) Because of the miserable low speed handling of the Redhead when Israel flew it at the Los Angles races in 1933 he made only wheel landings to keep from rolling the racer up in a ball In the two months between the Nationals in LA and the Internationshyals in Chicago Israel took the airshyplane back to St Louis and put a new center section on it greatly improvshying the airplanes handling at low speeds

(Above) After Ben Howard and Gordon Israel produced Pete and prior to construction ofMike and Ike Israel began work on his own racer It was largely completed by the time the Howard racers were begun Work on the Redhead apparently stopped while the two new Howard racers were completed Israels airplane was completed in the summer of 1932 after Ike and Mike took to the air

6 JULY 1995

by Buck Hilbert EAA 21 Ale 5 PO Box 424 Union IL 60180

Im having a bad day I just came back from a trip to purchase another load of stamps The Post Office is beshycoming a major investment for me I spend more money down there paying extra postage for information packets I send to people parts I mail and things I get that have postage due than I care to think about

BUT I gotta start thinking about it It is especially difficult to accept when I spend severa l hours each day here at my typewriter answering letters and trying to help people I feel a need to answer each and every letter I get I truly enjoy the sense of accompli shshyment I get whenever I am able to help people eve n those who are not yet members of our AntiqueClassic Divishysion

What bothers me is that often and I mean more often than not I never hear back from the very people who I try to help I send specifications manuals inshyformation recommendations refe rshyences and in general do everything I can to help our members Once in a while I even have to give advice to the lovelorn (aviation lovelorn - you know the type - I really like this airplane shyhow do I find just the one thats right for me)

I ask them to share with their fellow EAA and Division members when they have an especially interesting project airplane or good idea I meet and see many people all the time who have great restorations and great ideas In return I often get a deluge of answers and help when I have a question or problem that I need advice to solve But it is frustrating when I dont hear back from those who I have sent mateshyrials to - I have no way of knowing if they found it useful or if they thought I was blowing smoke Feedback is imshyportant

PASSd hBUCK

Im sure many of you notice that I sign off my column and letters with Over to You Sure its an obvious reference to our aviation radio phraseshyology but it much more than that When I write you and sign off with Over to You it means Id like and need a reply How do I know I didnt say or do something that displeased you Cmon guys and gals we have a forum here with the EAA AntiqueClassic Divisions Vintage Airplane that can serve everyone of its members HG and I need your help and your input and we need feedback so we stay on track

A good example are my comments on the Aviation Rules Advisory Comshymittee in a recent issue I asked for inshyput on how you wanted to handle the revision of FAR parts 91 and 43 as pershytains to OwnerPilot maintenance I explained that these rules had been in effect since 1938 and they could stand some changing to meet todays needs

Care to hazard a guess as to how many people I heard from Believe it or not less than ten Thats ten out of nearly 10000 members out there who took the time to express their opinion I know there is a silent majority out there I certainly know it can be diffishycult to set your mind to it and actually get with it But gee whiz gang we have until May of 96 to set in place reshyvised rules that could make it easier for us to own and maintain our airplanes Isnt that some incentive Paul Poberezny cant do it all alone - neishyther can the other alphabet aviation orshyganizations or type clubs All of them need member participation and they need it on a frequent basis

This months column isnt meant a to be sour grapes or browbeating - its your wake up call and rallying cry Reshymember as volunteers we cant do

your bidding unless you make your views known Write them down and send them back and it you need more information before you can form an opinion then all you have to do is ask Its why we are all here

All is not gloom and doom - heres a humorous note HG and I received a coushyple ofweeks ago

Dear Buck

Could you possibly send me a copy of your April Pass it to Buck in Vinshytage Airplane My husband was intershyested in your discussion of the engine hour recorder that didn t require an electric or mechanical drive (I didn t know that and gave the magazine to the recycler)

I hope youll be able to send this to me and restore our domestic tranquilshyity Enclosed is $500 which I hope will cover your expenses and a self-adshydressed stamped envelope

Thank you Maskao Smith EAA87167 AC4467

W e were able to send another copy of the April issue to Masako so her husband could order a Running Time Meter for his airplane We were pleased to hear that everything worked out fine Now if we can get Masako to hang onto her Vintage Airplane a few months longer before sendshying them to the (shudder at the thought) recycler

Over to you

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

New Members Charles O Allen David Almy Ian Archibald Richard Balfour Robert B Barnes Joe Bauer Archie F Beighley Marion A Bell Michael D Berry Alain Bliez Richard R Borg Paul C Brent Andy Brinkley Harvey L Bruner John P Callos Michael M Carey William Castleton William J Clifford Douglas L Cline Larry N Collins Philip H Colmer Clarence S Conover Jr Richard W Cooper Robert J Cox Col William T Creech Lloyd A De Bock H E Delker Wayne K Dickson Doll Electric Corp Jesse K Douglas Jeffrey R Dwyer Lloyd W East Jr Roger A Edgington Theo Embry

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Wilmslow Cheshire England Mary Ann L Winter Belmont CA K A Wiseman Springfield MO Thomas 1 Witt Doylestown PA Mike J Wittmann Santa Cruz CA Byron J Woodruff Santa Clara CA WraalstadG ary Bryans Rd MD Joseph Zito Perry Hall MD Dorin Zohner Waterville ME

VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 peryear EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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bull UNMANNED AIRCRAFT

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bull Homebuilts 1 ~TE Kit Plane Co s bull ~e ~~

bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull

October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

by Buck Hilbert EAA 21 Ale 5 PO Box 424 Union IL 60180

Im having a bad day I just came back from a trip to purchase another load of stamps The Post Office is beshycoming a major investment for me I spend more money down there paying extra postage for information packets I send to people parts I mail and things I get that have postage due than I care to think about

BUT I gotta start thinking about it It is especially difficult to accept when I spend severa l hours each day here at my typewriter answering letters and trying to help people I feel a need to answer each and every letter I get I truly enjoy the sense of accompli shshyment I get whenever I am able to help people eve n those who are not yet members of our AntiqueClassic Divishysion

What bothers me is that often and I mean more often than not I never hear back from the very people who I try to help I send specifications manuals inshyformation recommendations refe rshyences and in general do everything I can to help our members Once in a while I even have to give advice to the lovelorn (aviation lovelorn - you know the type - I really like this airplane shyhow do I find just the one thats right for me)

I ask them to share with their fellow EAA and Division members when they have an especially interesting project airplane or good idea I meet and see many people all the time who have great restorations and great ideas In return I often get a deluge of answers and help when I have a question or problem that I need advice to solve But it is frustrating when I dont hear back from those who I have sent mateshyrials to - I have no way of knowing if they found it useful or if they thought I was blowing smoke Feedback is imshyportant

PASSd hBUCK

Im sure many of you notice that I sign off my column and letters with Over to You Sure its an obvious reference to our aviation radio phraseshyology but it much more than that When I write you and sign off with Over to You it means Id like and need a reply How do I know I didnt say or do something that displeased you Cmon guys and gals we have a forum here with the EAA AntiqueClassic Divisions Vintage Airplane that can serve everyone of its members HG and I need your help and your input and we need feedback so we stay on track

A good example are my comments on the Aviation Rules Advisory Comshymittee in a recent issue I asked for inshyput on how you wanted to handle the revision of FAR parts 91 and 43 as pershytains to OwnerPilot maintenance I explained that these rules had been in effect since 1938 and they could stand some changing to meet todays needs

Care to hazard a guess as to how many people I heard from Believe it or not less than ten Thats ten out of nearly 10000 members out there who took the time to express their opinion I know there is a silent majority out there I certainly know it can be diffishycult to set your mind to it and actually get with it But gee whiz gang we have until May of 96 to set in place reshyvised rules that could make it easier for us to own and maintain our airplanes Isnt that some incentive Paul Poberezny cant do it all alone - neishyther can the other alphabet aviation orshyganizations or type clubs All of them need member participation and they need it on a frequent basis

This months column isnt meant a to be sour grapes or browbeating - its your wake up call and rallying cry Reshymember as volunteers we cant do

your bidding unless you make your views known Write them down and send them back and it you need more information before you can form an opinion then all you have to do is ask Its why we are all here

All is not gloom and doom - heres a humorous note HG and I received a coushyple ofweeks ago

Dear Buck

Could you possibly send me a copy of your April Pass it to Buck in Vinshytage Airplane My husband was intershyested in your discussion of the engine hour recorder that didn t require an electric or mechanical drive (I didn t know that and gave the magazine to the recycler)

I hope youll be able to send this to me and restore our domestic tranquilshyity Enclosed is $500 which I hope will cover your expenses and a self-adshydressed stamped envelope

Thank you Maskao Smith EAA87167 AC4467

W e were able to send another copy of the April issue to Masako so her husband could order a Running Time Meter for his airplane We were pleased to hear that everything worked out fine Now if we can get Masako to hang onto her Vintage Airplane a few months longer before sendshying them to the (shudder at the thought) recycler

Over to you

VINTAGE AIRPLANE 7

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 peryear EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

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October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

WHAT OUR MEMBERS ARE RESTORING -------------------------------- by Norm Petersen

These photos of a Piper PAolI Cub Special N4790M SIN 11-439 were sent in by longtime EAAer Joe Gibson (EAA 6748 AC 16190) of Caroline WI who restored the airplane over a period of four years The basket case Cub was purchased from Lowell Stephani (EAA 148825) of Black Creek WI who had started the restorashytion The airplane came with a Lyshycoming 0-235 engine of 115 hp and a set of Federal A WB-1500 wheelskis

Joe Gibsons Piper PA-ll Cub Special

Joe advertised the A WB-1500s for sale and the telephone almost jumped off the wall (Apparently the demand exshyceeds the supply) New wing leading and trailing edges were installed along with an 18-gal tank in each wing The entire airplane was covered with the 7600 Process and butyrate dope done up in the original Piper paint scheme The majored Lycoming is full electric with landing light nav lights intercom and all the goodies A new cowl was

fabricated to go along with the original nose bowl Original 800 X 4 tires tubes and brakes are retained along with a Maule tailwheel A complete set of new sealed struts from Univair was inshystalled on final assembly Joe reports the PAolI is a joy to fly and really pershyforms with a strong engine and metal prop The pretty blue and yellow PAshyII has recently been sold to Johnny Johnson of Pound WI and Joe is now busy with a Piper PA-17 Vagabond

Tony Morozowskys Laird LC-lB

The bare airframe of a 1928 Laird LC-IB NC5793 SIN 161 is pictured in the bright sunshine at Zanesville Ohio Sent in by owner Tony Moroshyzowsky (EAA 246668 A C 15283) of Zanesville Ohio the Laird is slowly being restored to flying condition and will be powered by a Wright J-5 engine its original powerplant Note the many crossed wires used in the fuselage truss a Matty Laird trademark Visible also is the push-pull tube to the elevator and the slave struts between the upper and lower ailerons (Hey Tony those wheels are going to be awful rough on takeoff Would suggest locating some with a wee bit 0

rubber on them) Tonys entire family is heavily inshyvolved with airplanes and they have enough projects to keep them out of mischief for years to come

8 JULY 1995

1955 Cessna 180

This photo of a 1955 Cessna 180 N3180D SIN 31978 was taken at Gallatin Airport Bozeman MT where the pretty airplane is based Owners Alan Dvain and Steve Kleimer both residents of Bozeman were busy polishing the aluminum on the classic Cessna as I happened by Present plans are to fly the 180 to EAA Oshkosh 95 so many more folks will have a chance to view the pretty bird For many years the Cessna 180 was owned by the Nash Bros at Redstone MT in the far northeast corner of Montana

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

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FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

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VINTAGE AIRPLANE 29

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

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(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

Sidney Heidersdorfs Piper J-SA Cub Cruiser

This very pretty 1940 Piper J-5A Cub Cruiser N31038 SIN 5-304 is the proud possession of Sidney Heide rsshydorf (EAA 375615) of Juneau Alaska This entirely original J-5A sports an original paint scheme of yellow with a fish hook arrow open cowling around the cylinders of the Continenshytal A-75 engine (complete with cast aluminum valve covers) and propeller spinner that flows into the lip on the front of the cowl

The metal Sensenich prop is one of the very few changes from the original 1940 wooden propeller Note the original 800 X 4 tires tubes and brakes This artistic photo was sent in by noted aviation photographer Roy

Cagle (EAA 15401 AC 1691) forshy ton for many years before moving to merly of Juneau AK and now of Alaska is one of 375 J-5A Piper Cub Prescott Arkansas Sids J-5A which Cruisers remaining on the FAA regisshybounced around the state of Washing- ter

--~

John Marks Grumman Mallard

Framed in the left hand window of Bob Redners Republic Seabee is the beautiful 1947 Grumman Mallard N1888T SIN 131 being flown by owner John Mark (EAA 9866 AC 8935) of Oshkosh WI Pictured over Lake Winnebago near Oshkosh the pretty much stock Mallard has P amp W R-1340 enshygines and is kept in immaculate condition While enjoying a ride with Bob and Kimberly Redner in their award-winning Seabee John Mark formed up on us while over the lake I leaned across Bobs lap and took the picture out the left window We could plainly see John Mark s big grin on his face as he pulled along side with the pretty Grumman his right hand on the overhead throttles Thirty-two Grumman G-73 Mallards remain on the FAA regshyistry today

Douglas Solbergs Noorduyn Norseman

These photos of a civilianized 1943 Noshyorduyn Norseman UC-64A NC55555 SIN 228 were sent in by veteran photographer Roy Cagle now of Prescott Arkansas The especially rare (on wheels) Norseman was the pride and joy of Doug Solberg for many years at Juneau AK where these photos were taken Powered with a 600 hp Pratt amp Whitney Rshy1340 engine pulling a big three-bladed proshypeller the Norseman could haul a huge load

on wheels - up to 3400 Ibs - and over a ton on floats Built in Canada in substantial numbers (over 700) only about 50 of the big fabric-covered machines remain in service today This particular Norseman is now in a museum in Fairbanks AK

(Note The Norseman Floatplane Festival will be held at Red Lake Ontario Canada on July 14 - 161995 and up to 18 Norsemen() on floats are expected)

VINTAGE AIRPLANE 9

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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Calgary Alb Canada Jim M Patterson Stone Mountain GA Don B Perrine Miami FL Terry M Peters Okeechobee FL Dale C Peterson Fayetteville GA Don E Petty Jr Saticoy CA E L Pfeiffer Fremont CA James E Polen Murrysville PA Frank 1 Prinz Santa Ynez CA Steve W Pugh Saugus CA David S Rado Laguna Niguel CA Dennis Radwanski Justice IL Walter F Ramseur Millbrae CA Thomas J Reddeck Gold Hill NC Fred H Reed San Antonio TX Dewey Reinhard Colorado Springs CO Greg A Repimski Wisconsin Rapids WI Lester Paul Reynolds Jackson MI Roland P Rippon Rockford IL Markus Ritz Zurich Switzerland Steven L Robbins Houston TX Wade M Roberts DeRidder LA Bob D Rodgers EI Campo TX

Capt Raymond J Leewa rd

Oscar A Levi Charles Lewis Lyle T Lindsay William A Loweth Kent T Lyford Peter B MacMurray Kenneth A Maiden Ian L Marsh John Marshall Joe J Mason Ronald E McConnell Daniel E McLain Verne Menzimer Wayne H Mikel Paul Moore l ohn B Neal William G OKeefe Bryant C Otto

Miami Beach FL Lancaster CA

Easley SC Los Altos CA

Mystic CT St Paul MN Humble TX Reston VA AlamoCA

Studio City CA

R C Wade John W Walker Larry K Warren Raymond S Watts LeRoy Weber Jr John B Wells Terry Whitington Ernest Wickersham Fred J Wilder John D Wilson Geoffrey Roy Winch

Van Nuys CA Mesquite TX

Beverly Hills CA Olympia Fields IL

Cupertino CA Rio Vista CA

Austin TX Temecula CA

Plainfield IN Belleair FL Goleta CA

Woodland Hills CA Sun Valley NV

Baden PA Vista CA

Placerville CA Canandaigua NY

Goodhue MN Grand Forks ND

Conway AR

Peter T Rogers Marion WI Heinz Roth Merrill WI Claude S Royal Linchburg V A Wayne E Rumble Marmora NJ Kenneth W Saravanja Oviedo FL Pat B Sauriol Edmonton Alberta Canada Thomas Schrader Anchorage AK Thomas Sereno Modesto CA Rodger W Shartle Shingle Springs CA Mark W Skowronski Braidwood IL B B E Slikker Echteld Netherlands R Michael Stevens Seguin TX Burt Stimson Bowie MD Larry F Stoffers San Marcos CA Robert S Storms Rochester NY lohn T Strong Ranger TX David Sturges Downsview Ont Canada Bernard Sturmak Mission Viejo CA A J Taggart Pontiac IL Peter Tallarita Hudson WI lohn Iver Theilmann

Petawawa Ont Canada Brian D Thomas Loveland CO Joseph C Thomas Morganton NC John E Thomson Ellenton FL Thomas E Timmerman Long Beach CA Rollin D Tomlin Georgetown OH Thomas H Trent Durham NC Michael Turner N Ft Myers FL Harry Veith Bedford VA Gary S Velligan Granada Hills CA Carl Vickers Corpus Christi TX W Coas t Propeller amp Accesso ries

Wilmslow Cheshire England Mary Ann L Winter Belmont CA K A Wiseman Springfield MO Thomas 1 Witt Doylestown PA Mike J Wittmann Santa Cruz CA Byron J Woodruff Santa Clara CA WraalstadG ary Bryans Rd MD Joseph Zito Perry Hall MD Dorin Zohner Waterville ME

VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

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Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

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VINTAGE AIRPLANE 29

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Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

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Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

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first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

Type Club

The Funk Flyer mance and reliability provided by adding

NOTES by Norm Petersen

Compiled from various type club publications amp newsletters

Ruth Ebey editor and publisher (619-466-1461)

A FunkL Fly-ln by Bob Richardson

My young non-aviation neighbor asked me what I had planned for weekshyend activity and I told him I intended to go to the Funk Fly-In at Coffeyville Kansas He looked askance at me and asked What s a fly-in and Whats a Funk It really takes some doing to exshyplain to an uninformed ground pounder but to describe the remarkable charms of the Funk flying machine is even more difshyficult My friend did not seem impressed with my dual explanations shook his head and went on about his business mutshyteri ng something about to each his own etc

After that exchange I began to realize that there probably were a few av iation enthusiasts around who were not familiar with the grand old Funk either

Here is a little background the design a two-place side-by-side high-wing monoplane originated with Joe and Howard Funk in the late 30s with a few airplanes built in Akron Ohio in 1939 (The CAA Type certificate No 715 was approved on August 22 1939) These early airplanes were called the Model B and sported a 63 HP Funk Model E200 E4L inverted liquid-cooled engine (conshyverted automotive Model B Ford engine)

The Funk airplane project was moved to Coffeyville Kansas sometime in 1941 but soon after the demands of WWII stymied airplane production and the Funks turned to the manufacture of milishytary par ts The littl e monoplane howshyever remained close to the hearts of the Funk broth ers and by 1945 th ey were ready to come back with a postwar airshyplane the Model 8-85-C

A number of refinements had been made to the after-war airplanes but the big difference was the improved perforshy

10 JULY 1995

the Continental C-85-12 (85 HP) engine The Funk was typical of many airp lanes of the period with fabric-covered wood wings steel tubular fuselage and convenshytionallanding gear Overall dimensions performance figures and maximum weights vary with model designations but generally the airp lan e has a wingspan of 30 feet was 20 feet long had a gross weight of 1350 pounds and cruised around 100 mph

During those heady airplane building days of 1946 the small Funk assembly line put out two airplanes a day and had an employee force of over 100 people Things began to slow down in 1947 and as every airplane man of the time will teU you things came to a screeching halt in 1948 The Funk brothers closed down the airplane business regrouped and went on to bigger and better things but the litshytle monoplane remained the sentimental heart of Funk Manufacturing Corp

The 8-85-C has been called a gentle airplane others have called it solid most just say its a good flying airplane and as good as you can get with 85 horseshypower Owners will tell you that they have never regretted taking a chance on the little Funk The airplane was deshysigned with the amateur pilot in mind Some were used as trainers but the mashyjority were valued as personal airplanes

Over the years the stature of the little two-seater has grown and nowadays the basic fifty-year-old design is very much in demand by buyers and airplane collectors around the country Many of the remainshying airplanes have been rebuilt and recovshyered several times a few have been alshytered with increased horsepower but most remain very close to their original configuration Usually they conform to th e early factory color schemes and are either blue with cream trim red with black trim or yellow with blue trim The C-85 models are mostly two-toned yellow and maroon

Funk airplane owners feel a special cashy

maraderie and have banded together in the Funk Owners Association a type club that conducts a national fly-in annually at Coffeyville Kansas usually in the latter part of August (or the latter part of July) Everyone is welcome to these affairs and if any are curio us about this little airshyplane they should plane to attend the next Funk Fly-ln

Ri ght now it is hard to pin down the exact number of Funk airplanes of all models sti ll flying or how many were originally built but one thing is noteworshythy everyone knows about a ll those small postwar airplanes that were built in Kansas but at least 230 Funks were built in Oklahoma - South Coffeyville that is

(Ed Note 116 Funk aircraft remain on the FAA US register today)

National Stinson Clubs Plane Talk Bill and Debbie Snavely editors

High Cost of Maintenance

Your maintenance bill depends on how much hide your mechanic loses when he is inspecting your engine You know those pretty nylon safety wires you put on your engine to hold things neatly in place When you cut them with the side cutters (dikes) or your knife they leave very sharp edges and get sharper as they get older

To alleviate this problem cut them with your sharp knife right at the clasp Then run your finger over the edge to make sure you got all the sharpness off If it is a little sharp running a file over the edge will help (to dull the sharp edge)

Safety wire that is as sharp as any neeshydle needs some attention to also Cutting them with the side cutters (dikes) makes them very sharp

File these edges smooth and then curl the edge back to the existing wire to help this problem The same can be said for those nas ty little cotter keys I have heard horror stories of mechanics getting imshy

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

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Fabric Selection Guide showing actual sample colors and styles of materials $300

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High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

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Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

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JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

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Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

paled with these wires as they run their hands into tight engi ne compartmen ts Usua ll y when no one is aro und to help yo u out is when this wi ll happen T he only thing you ca n do is grit your teeth and pull the wire back out the way it went in Very painful

Blocked Exhaust

A note from a member states that the flame tube burnt out and blocked the exshyhaust pipe on his Stinson 108-3 When this happens you lose three cylinders on that side and about 400 rpm Of course this happened when they had full tanks and two friends in the back Make sure that yo u check your exhaust tubes on a regular basis

International Cessna 170 Association - The 170 News

Editor Velvet Fackeldey (417-532-4847)

Rudder Cable Safety Check shyDick Klockner

Last month as we touched down from a flight I heard a soft ping As I was wondering what the noise was the plane began turning right When I tried to corshyrect with left rudder nothing happened Then I tried left brake - nothing agai n

By this time we were heading for the woods lining both sides of our runway

Since the plane wanted to go right and time was rapidly running out I decided to try a ground loop It worked and we spun a ro und just missing the trees with our left wingtip

Nothing like a n exciting landing to wake a pilot up

A rudder cable had broken It broke inside the las t compartment of the ta il cone It is impossible to see in there and the corrosion which was occurring went undetected over a period of time by many people - including myself The rest of the cable was in fine shape but that small sect ion inside the cone and behind the last bulkhead had actually rusted in two

Since one can t see inside that section I would suggest disconnecting the cables and pulling th em out far enough to inshyspect them Dont forget this important checkup

National Ryan Club Newsletter Bill Hodges editor (501-268-2620)

Oil Leaks at the Head to Cylinder shyMike Wilson Technical Director

Check for oil at the head gaskets while doing the preflight If oil is found coming out at th e gasket have yo ur mechanic check the torque of the nuts the engine must be cool If you are not able to have

a mechanic do it you can do it yourself for a temporary fix It may not stop all the leaks but at least the head will not come off A severe leak could damage the head cylinder or piston and rings due to excessive heat

Use a 6 to 8 inch end wrench and start to tighten each nut There are a total of 16 nuts (on a Kinner radial cylinder head) so tighten every 3rd or 5th nut just a little like 1I6th of a turn This means you will need to go around the head sevshyeral times Every 3rd nut means 3 times aro und to do a ll s tuds once You may need to go around the head several times to tighten all th e nuts ju st a littl e at a time The reason why we do it this way well just take my word for it Before you start to tighten the nuts check to see if some of the studs show more threads beshyyond the nut This may be an indication of studs being pulled out of the head or stripped threads

So if you just creep up on the nuts a littl e at a tim e you will be ab le to ge t your ship back home Don t get carried away and use a big long wrench like 12 inches or more If all yo u have is a 12 incher then hold your hand at the 6 inch position There are many other things to co nsider when installing a (cy lind er) head I always anneal the gasket before installation also the surfaces mu st be checked for true More next time

From the International 180185 Club newslettershy

Johnny Miller president (916-672-2620)

Landing Techniques

The hi ghest pe rcentage of acci den ts occ ur in the landing ph ase of a flight (37) There have been a couple of good articles in the past discussing three point (full stall) landings Club members have been doin g a good job kee ping us inshyformed about aircraft maintenance infor-

CRACKS

mation but not much is said abo ut what yo u have to do every time you fly ie land the airplane

From the many pilots Ive talked with (I have over 300 180185s insured) most say they use a three point (nose high attishytude) full stall technique for the majority of their landings They indicated this is the way they were taught Set up the airshyplane pull power and flare a few feet AGL hold the yo ke back until the airshyplane settles on the runway For wheel landings carry a little extra speed and pin it on the runway Nothing could be furshyther from the truth Neither procedure is the best way to do it

I be lieve many of you were never inishytially trained to do wheel la ndin gs the right way - I wasn t Most are told you only do wheel land ings in st rong cross winds Some are afraid of them

Except for soft field landings I believe a wheel landing is actua lly the preferred way to land It s easy Ill briefly discuss why Many of you know of the MAF Missionary Aviator s Fellowship out of Redlands CA For over 20 yea rs they have bee n training th ei r pilots to fly Cessna 180185s and 206s in countries all over the wor ld a nd sti ll have over 40 180185s in service Their training conshysists of hundreds of classroom and flight hours with several training flights to Idaho to fly the back country They have inshystructors with over 10000 hours of 1801185 time alone I know there are other trainshying facilities but for my money these guys are the real experts They have to fly these aircraft for a living in all conditions Obviously they had to develop standardshyize and use procedures and techniques to insure consistency and safety

Guess what They use the wheel landshying 98 of the time except on soft surshyfaces

Landings depend on feeling reaction and response You want each landing to

(Continued on page 26)

euroESNA PART 041173 STRINGER ASSEMBLY o

From the International Cessna 120140 Association Bill Rhoades Editor and Maintenance Advisor

Roy L Farris writes I called you recently to ask if you had any experience with cracked fuselage stringers and you said that you had not

You asked at the time if I would send a description of the repairs While trying to find a small vibration in my (Cessna) 140A I found the upper

center stringer cracked over 60 of its width It required removal of the windshield and several instruments in order to remove and buck the rive ts which were necesshysary to replace it We fabricated a new one and used the old cast bracket which the upper center motor mount bolts to Replacing the stringer solved the vibration problem Enclosed is a sketch of the stringer and location of the crack I think these stringers should be checked at each annual Thank you Roy L Farris 3445

VINTAGE AIRPLANE 11

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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Calgary Alb Canada Jim M Patterson Stone Mountain GA Don B Perrine Miami FL Terry M Peters Okeechobee FL Dale C Peterson Fayetteville GA Don E Petty Jr Saticoy CA E L Pfeiffer Fremont CA James E Polen Murrysville PA Frank 1 Prinz Santa Ynez CA Steve W Pugh Saugus CA David S Rado Laguna Niguel CA Dennis Radwanski Justice IL Walter F Ramseur Millbrae CA Thomas J Reddeck Gold Hill NC Fred H Reed San Antonio TX Dewey Reinhard Colorado Springs CO Greg A Repimski Wisconsin Rapids WI Lester Paul Reynolds Jackson MI Roland P Rippon Rockford IL Markus Ritz Zurich Switzerland Steven L Robbins Houston TX Wade M Roberts DeRidder LA Bob D Rodgers EI Campo TX

Capt Raymond J Leewa rd

Oscar A Levi Charles Lewis Lyle T Lindsay William A Loweth Kent T Lyford Peter B MacMurray Kenneth A Maiden Ian L Marsh John Marshall Joe J Mason Ronald E McConnell Daniel E McLain Verne Menzimer Wayne H Mikel Paul Moore l ohn B Neal William G OKeefe Bryant C Otto

Miami Beach FL Lancaster CA

Easley SC Los Altos CA

Mystic CT St Paul MN Humble TX Reston VA AlamoCA

Studio City CA

R C Wade John W Walker Larry K Warren Raymond S Watts LeRoy Weber Jr John B Wells Terry Whitington Ernest Wickersham Fred J Wilder John D Wilson Geoffrey Roy Winch

Van Nuys CA Mesquite TX

Beverly Hills CA Olympia Fields IL

Cupertino CA Rio Vista CA

Austin TX Temecula CA

Plainfield IN Belleair FL Goleta CA

Woodland Hills CA Sun Valley NV

Baden PA Vista CA

Placerville CA Canandaigua NY

Goodhue MN Grand Forks ND

Conway AR

Peter T Rogers Marion WI Heinz Roth Merrill WI Claude S Royal Linchburg V A Wayne E Rumble Marmora NJ Kenneth W Saravanja Oviedo FL Pat B Sauriol Edmonton Alberta Canada Thomas Schrader Anchorage AK Thomas Sereno Modesto CA Rodger W Shartle Shingle Springs CA Mark W Skowronski Braidwood IL B B E Slikker Echteld Netherlands R Michael Stevens Seguin TX Burt Stimson Bowie MD Larry F Stoffers San Marcos CA Robert S Storms Rochester NY lohn T Strong Ranger TX David Sturges Downsview Ont Canada Bernard Sturmak Mission Viejo CA A J Taggart Pontiac IL Peter Tallarita Hudson WI lohn Iver Theilmann

Petawawa Ont Canada Brian D Thomas Loveland CO Joseph C Thomas Morganton NC John E Thomson Ellenton FL Thomas E Timmerman Long Beach CA Rollin D Tomlin Georgetown OH Thomas H Trent Durham NC Michael Turner N Ft Myers FL Harry Veith Bedford VA Gary S Velligan Granada Hills CA Carl Vickers Corpus Christi TX W Coas t Propeller amp Accesso ries

Wilmslow Cheshire England Mary Ann L Winter Belmont CA K A Wiseman Springfield MO Thomas 1 Witt Doylestown PA Mike J Wittmann Santa Cruz CA Byron J Woodruff Santa Clara CA WraalstadG ary Bryans Rd MD Joseph Zito Perry Hall MD Dorin Zohner Waterville ME

VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

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Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

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Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

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first soloed in 1 957 with a 1946 Aeronco

Champ

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pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

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AUA Inc has offered and given my wife and

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

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ORDfRNOW VINTAGE AIRPLANE 33

eapolitan Float by HG Frautschy with information supplied by Gerolamo Gavazzi and his book Vintage Wings On The Lake

The remarkable restoration of the last Caproni Ca 100 still flying

Certain aspects of antique airplane enshythusiasts are universal no matter where in the world they live or what language they speak Gerolamo Gavazzi AIC 15849 of Milan Italy is one of us who simply couldnt bear to see an old aerop lane crumble into dust His passion for the Caproni Ca100 runs deep into his soul Before WW II Gerolamos father was the proud owner of a Ca100 often referred to as a Caproncino and it was in this airshyplane that as a young boy Gerolamo was treated to an airplane ride Later he even managed to fly I-ABOU on a semi-regular basis after joining the Como Aero Club in 1962 His ties to the brigh tly colored sesquiplane were steadfast

When Gerolamos father gave him that ride after the War the Ca100 was alshyready an old airplane The Italian Air Force had replaced them in 1938 with the Breda 25 a more complex training airshycraft To those who enjoy the history of various aircraft of the world the Ca100 might have a vaguely familiar look An Italian Ministry of Aviation request in 1928 for proposals to build training airshycraft for the Italian Royal Air Force reshyquired the Caproni factory to work fast so in the interest of speed they acquired a license to build the DH60 Cirrus Moth from DeHavilland The Caproni engishyneers made a few changes to the basic DH design - the landing gear was redesigned with a pair of oleo strut shock-absorbed landing gears instead of the bungee corded straight axle landing gear on the DH60 The vertical tail also underwent a profile change but the biggest change to the DH design was a wing revision A number of large Caproni bombers has used an inverted sesquiplane configurashytion with the longer wing as the bottom surfaces and the smaller wings mounted above The Ca100 was given this same arrangement resulting in an unusual lookshying biplane By 1930 the Ca100 was in production and it continued to be made until 1937 The in li ne upright Co lu mbo S53 (four cylinder 90 hp) S63 (six cylinshy

12 JULY 1995

der 145 hp) and 95 hp 7-cylinder radial Fiat A50 engines were used for power with the 145 hp S63 the favored engine

Approximately 680 Ca100 trainers were built during the 1930s and it proved itself a very capable trainer Before the war began it was thought that nearly 300 of the aeroplanes still existed but the war years took their toll on the survivors Many pre-war aircraft that served no milishytary purpose were converted to scrap and recycled so few private aircraft survived the second World War After the War there were 15 Cal00s remaining and three of them were f10atplanes that would come to operate at the Como Aero Club

The Como Aero Club has a long and interesting history Located on the shore of Lake Como in the city of Milan in northern Italy it was created in 1930 to serve as a base for local flight training as part of a nationwide encouragement of aviation by the Italian government It opened in 1932 and was officially inaugushyrated the next year with the arrival of the Dornier DO-X the 12 engined German seaplane which stayed for 3 days

A flying club was established at the Como water aerodrome and was very acshytive until the start of WW II during which each and every aeroplane owned by the club was destroyed When the club was started again in 1946-47 the organizers had to start from scratch with an empty hangar

The empty cove on lake Como in northern Italy began to hum again with aeronautical sounds including a Macchi MB 308 (a high wing cabin airplane) and a SeaBee Amazingly a Ca100 was located and purchased by the club The first of three that would operate at the post-war Como Aero Club was as registered 1shyABOU Two more Ca100s were added I-COMA and I-DISC All three were in service and out of service at various times and of the three only two survive I-DISC and I-ABOU I-DISC was grounded after being damaged in a landing accident and was later restored for static display in the

Giocanni Caproni Museum in Trento 1shyABOU continued to fly until 1968

Macchi of Varese built SIN 3992 Caproni CalOO during the late spring of 1932 completing the airframe in June Built as one of 36 seap lanes assigned to the Rome-Lido Aerobrigta operating as a primary flight school it operated there until 1938 when the school was closed and the airplane was moved for a time to the town of Desenzano on Lake Garda

It remained in service as a training aeroplane until 1940 when it was then sold to a famous Ita lian powerboat racer Samuele Silvani The airplane was flown to Pavia water Aerodrome It was regisshytered as I-ABOU and kept there until grounded by the hostilities Fortune smiled on the little biplane for its purshychase by a private individual just as the War was beginning would help ensure its survival Stored out of sight from both the Axis and Allied military the airplane would remain undisturbed in storage until 1947 when an agreement was made for the Como Aero Club to purchase the sesquiplane The Cal00 was flown to Como in 1948 in less than airworthy conshydition but it did arrive and delighted club members began an extensive overhaul

Along with the aeroplane came a spare pair of floats I-ABOU has never had a wheel landing gear having always been mounted on a pair of wooden floats Five spare Columbo S63 engines were bought surplus from the Italian military

After its first restoration the Ca100 flew until 1952 when a landing accident put it out of commission until 1957 and then again it was damaged in 1963 and had to be repaired As a training airplane it is not surprising that the aeroplane had some hard use and by 1967 the basic airshyframe and engine bad simply begun to wear out Its airworthiness certificate ran out in 1967-68 and it steadi ly declined as it sat in the back of the Como Aero Club hangar

I-ABOU has lost its Airworthiness Certificate because the engine was using

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

~~~ ~amp~~~~~

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ORDfRNOW VINTAGE AIRPLANE 33

oil at a prodigious rate and couldnt reach the rated power standards it needed to pass inspection At some point after it was grounded the Ca100 was hauled out of the hangar and an attempt was made to run the engine and slide her down the ramp into the water Before it could be pushed onto the lake the Columbo ground to a halt seizing after having sat for too long without proper care The forshylorn antique then sat in the humid lake air for quite some time corroding and rotshyting

At one point a businessman from the nearby town of Brianza was allowed to display the Ca100 outdoors in his garden and the elements further attacked the airshyframe and engine

By the mid-1980 s the airplane was back in the hangar at the water aeroshydrome 1985 proved to be a turning point in the history of I-ABOU One day as the old sesquiplane was being moved in the hangar one of the floats cracked open It was obvious to all that I-ABOU had to restored soon or it would be lost to hisshytory becoming just another photo in so many picture collections The Aero Club members began to show some interest in the old sesquiplane and the Ca100 was returned to the water aerodrome Pershyhaps it could be restored to its former glory

(Above) The Caproni Ca100 Caproncino captured over Lake Como in northern Italy after its sixshyyear long restoration The sesquishyplane is laid out with the shorter wing on top and the entire strucshyture including the floats is wood with metal fittings The Ca1 OOs basic design grew out of a licensshying agreement with DeHavilland to produce the DH60 Cirrus Moth (Above right) The instrument panel has been restored to its original configuration no small task considering the rarity of pre-war instruments in modern Italy (Below) The 145 hp Columbo S63 six-cylinder engine powered the majority of the Ca1OOs built

VINTAGE AIRPLANE 13

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

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32 JULY 1995

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ORDfRNOW VINTAGE AIRPLANE 33

The projected costs were extraordishynary Unlike the United States and other countries around the world where antiq ue airplanes not only existed but flew in apshypreciable numbers Italy simply does not have a cache of remaining antique airshyplanes a nd spare parts to a llow the restoration of a fleet of antiques such as we have here in the States With that in mind its not hard to imagine the kind of responses Gerolamo Gavazzi got when he started asking potential sponsors if they were interested in joining him in a restorashy

(Above) Gerolamo Gavazzi the sparkshyplug who organized the restoration of 1shyABOU (Right) The official rollout cereshymony of the Ca100 at the Como Aero Club was dramatic compete with an unveiling of the old club aeroplane as the restored sesquiplane was moved out of the hangar

14 JULY 1995

tion of the Ca100 They looked at him with disbelief R ebuild that To Fly Sure

The few sponsors who expressed a cershytain amount of faith that it could be done wanted to impose their own will on the project Friends were also asked to join in the effort but many simply said it couldnt be done Put in a modern engine an d get a Special certificate of Airworthiness an d add some radios were the words most often spoken to Gerolamo when hed broach the idea to some of his friends Finally it became clear that he was going to have to go it alone and orga ni ze the restoration of the Caproncino on hi s own

T he end of the year 1985 Gerolamo Gavazzi had organized Caproncino Sri formed as an orga nization specificall y to restore th e I-ABQU A proposa l was made to the Como Aero Club which they accepted opening the road to restoration for the old Caproni

As is so typi ca l the world over the restoration of the airpl a ne depended most on what was needed for the engine

(Left) Another shot of the Ca100 serenely flying past the Italian villas linshying the shore of Lake Como

H av ing been wo rn o ut a nd th e n left to the e le me nt s sure ly must have a lm ost co mple te ly r uine d it G e ro la mo fir st went to each of the fl ying clubs that still existed who in the past had operated the Cal00 but none could help with parts or any other in formation It was a longshot but how about the Italian military Since the a irplane had bee n widely used as a military trainer before the war perhaps the Aeron autica Milita re still had some long los t pa rt s th a t could aid in th e restoration The upper level Italian offishycers who met with Gerolamo were intershyested in helping but they could not offer any parts - inquires by the staff came back time and time again with negative results The parts simply didnt exist in the normal channels of supply

Networking can often have unexshypected results and while conversing with the Grupo Amici Velicoli Storici (GAVS) or the Friends of Vintage Airshyplanes Group he was reminded that it was possible that a few of the aviation trade schools had older engines that were used as training aids

A trip to R o me confirmed th at the Galilei Institute had a Columbo S63 in their collection but the Insti tutes offishycials were not thrilled with the prospect of selling the engine Gerolamos enthushysias m must have swayed the men for they did agree to check into selling the e ngin e to him They later came back with the startling news that they couldnt sell something that didn t belong to them - it was on loan from the Aeronautica Militare

An excited Gerolamo Gavazzi went right back to the officers who had tried to he lp him on his previous visit They were incredulous a nd they agreed to help At a meeting with all three of the protagonists in this litt le play Gerolamo agreed to provide the Institute with a suitable e ngine for instruction and the Aeronautica Militare would sell him the Columbo at auction As all of the bushyreaucratic wheels slowly turned (again some things are universal) before the deal was consummated the engine was sent to a museum where the curator deshycided he wanted to keep the engine for display Fortunately the officers at the Aeronautica Militare did not want to break a promise (how refreshing) and so they prevaile d and the engine was eventually sold to Ge rolamo for use in the CalDO

Anothe r engine was eventually obshytained from a wind machine through a surplus deale r in one of the seediest secshytions of Rome It involved the convoshyluted negotiations with a wily junk dealer and transporting the engine home in the

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

~~~ ~amp~~~~~

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32 JULY 1995

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ORDfRNOW VINTAGE AIRPLANE 33

back of a little Fiat 131 For the full story I strongly suggest obtaining a copy of Gerolamo Gavazzis Vintage Wings On The Lake a hard cover book pubshylished by Gerolamo Details are included in AC News on page 3

Now he had three engines and a luck would have it he was able to obtain anshyother from the Istituto Technico Maligshynani in Udine Engine overhaul could now begin with the original engine slated for overhaul and a second engine to be rebuilt as a spare The remaining engines would be used for spare parts

After cleanup the parts were inshyspected including the multiple-piece crankshaft The pistons were replaced and the cylinders cleaned up and chromed back to standard The valve guides were bored out and new valves installed Once run the first rebuild of the Columbo was disappointing - it would not produce rated power and so a decision was made to have the engine re-overhauled by a differshyent shop After another year the engine ran up properly and was made ready for installation in the Ca100

The airframe of the Ca100 was surshyprisingly sound and mechanic Sergio Pinza who did the restoration under the direction of Felice Gonalba found the fuselage which is built up entirely of wood was in reasonably good condition The tail surfaces were not nearly as good Damage caused by careless moveshyment in the hangar had banged up the

rudder and elevator and coupled with rot from over 50 years of exposure and use had ruined them beyond repair A new set was built up The wings didnt need much more than minor rib repairs and cleaning up with a careful inspecshytion of the entire structure The wing struts were inspected and repaired and the wooden float that had split open was fixedwith the other float inspected and cleaned up

The airframe accessories including the fuel tank canopy frame and oil cooler took a bit more effort and all of the metal fittings were x-ray inspected sandshyblasted and pronounced fit for use

The instrument panel had been cobshybled up over the years and so an effort was made to return it to its previous glory A Pezzani model 2 compass built up from the parts of two units is the censhyterpiece of the panel and other instrushyments were found in the stores of the Como water aerodrome hangar A clock was also built up from the remains of two non-working clocks As the restoration progressed parts and pieces from other Como warehouses were found including a float and other airframe components A few spare propellers were obtained from the Caproni family who had taken an interest in seeing the last Ca100 take to the skies again

After a six year effort the Caproni Ca100 was ready for its first flight reshysplendent in its new green red and white

Italian military color scheme Test pilot Carlo Zorzoli the last man to fly 1shyABOU in 1968 was given the honor in 1991 of flying the newly restored sesquishyplane from the Como water aerodrome The test flight was routine and for the first time in 23 years a Ca100 was flying in Italian skies At the conclusion of his book Gerolamos comments regarding his reason for passionately ensuring that the Ca100 was restored as it was in origshyinal flying condition were summed up as follows

Static restoration can of course be done While this too is auspicable (comshymendable) it lacks the romantic touch A static restored plane is a piece of hisshytory but it brings to mind dust staleness and mold However much it may evoke memories and emotions it is a ghost of the past But when one clambers into the cockpit of a plane that flies from it emshyanates a fragrant mixture of oil grease petrol rubber and leather

The hotted engine and the drop of oil on the floor are signs of life

When the engine is switched on with its unmistakable throb the vibrations shudder and the instruments spring into action the aircraft seems possessed of a soul

Against monumental odds Gerolamo Gavazzi and his friends and partners have breathed life into a part of Italys recent history Our congratulations of accomshyplishing such an extraordinary task

VINTAGE AIRPLANE 15

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

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High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

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first soloed in 1 957 with a 1946 Aeronco

Champ

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pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

Roscoe Turner Three Time WInner of the Thompson Trophy

(Far right) Roscoe Turner fuels his racer dubbed the Pesco Special during preparations for the Nashytional Air Races in Cleveland during 1938 Roscoe won the race that year with a 28342 mph average speed The last National Air Races held before WW I took place Labor Day weekend 1939 Roscoe reshyturned with the same racer but with a new sponsor Champion Spark Plugs (right) When the sun set on the races at the end of the holiday weekend two momentous events had occurred - Roscoe Turner had won an unprecedented third Thompson Trophy race and the Germans had invaded Poland setshyting the stage for the second world war Roscoe announced his retireshyment from air racing and the world knew that future peace was uncershytain until Nazi aggression could be

16 JULY 1995

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

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Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

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Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

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JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

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helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

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phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

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Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

1939 THOMPSON TROPHY

Painting by Frank Warren

The winners

29 Roscoe Turner - LTR-14 Miss Champion 28254 mph

70 Tony LeVier - Rider R-4 Schoenfeldt Firecracker 27254 mph

2 Earl Ortman - Rider R-3 Marcoux-Bromberg Special 25444 mph

Others in the race

52 Harry Crosby - Crosby CR-4

4 Steve WIttman - WIttman Bonzo

25 Joe Mackey - Wedell Turner

5 Art Chester - Chester Goon DNF - Out lap 18 out ofoil

VINTAGE AIRPLANE 17

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

New Members Charles O Allen David Almy Ian Archibald Richard Balfour Robert B Barnes Joe Bauer Archie F Beighley Marion A Bell Michael D Berry Alain Bliez Richard R Borg Paul C Brent Andy Brinkley Harvey L Bruner John P Callos Michael M Carey William Castleton William J Clifford Douglas L Cline Larry N Collins Philip H Colmer Clarence S Conover Jr Richard W Cooper Robert J Cox Col William T Creech Lloyd A De Bock H E Delker Wayne K Dickson Doll Electric Corp Jesse K Douglas Jeffrey R Dwyer Lloyd W East Jr Roger A Edgington Theo Embry

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Wilmslow Cheshire England Mary Ann L Winter Belmont CA K A Wiseman Springfield MO Thomas 1 Witt Doylestown PA Mike J Wittmann Santa Cruz CA Byron J Woodruff Santa Clara CA WraalstadG ary Bryans Rd MD Joseph Zito Perry Hall MD Dorin Zohner Waterville ME

VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

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VINTAGE AIRPLANE 29

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Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

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first soloed in 1 957 with a 1946 Aeronco

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pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

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AUA Inc has offered and given my wife and

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

Jim Younkin of Fayetteville AR has long been bitten by the racer bug having built up replishycas of two of the most famous racers ofall time In the foreground is the replica of NR614K the Travel Air Mystery S winner of the 1929 Thompson Trophy race which beat the militarys best biplanes by a good 50 mph In the center of the formation is Jims replica of Benny Howards DGA-6 Mr Mulligan the only racing airplane to win both the Thompson Trophy race and the Bendix Transcontinental race in the same year (1935) Budd Davisson and Jim Clevenger collaborated on the construction ofa replica WedellshyWilliams 44 the winner of the 1933 Thompson Nearly 15 years in the making Budd did the engineering and the remarkable team ofJim and his wife Liz put their heart and soul into building the airplane Its first flight was July 3 1987 with Carl Pascarell at the conshytrols After suffering some damage during Hurricane Andrew the airplane has been refinshyished and made a bit lighter with a goal of moving the CG forward a bit making the racer handle better

Repl ica Racers Recreating the Golden Age by HG Frautschy

As youngsters they were the airshyplanes flown by our heroes - Benny Howard cleaning up in the 35 Thompshyson Trophy race with an airplane that look more like an executive transport instead of a speedy racer Steve Wittman in his personally built racers gamely keeping pace with the most exshypensive racers money could buy and earning Steve enough money to grubshystake him in the aviation business as a fixed base operator Or Jimmy Doolitshytle and Lowell Bayles Gee Bee pilots who roared around the pylons at Cleveshyland forever imprinting the vision of the stubby little racers as icons of the Golden Age of Air Racing

For many of us the images we have of that time are those of black and white photos and newsreels Devoid of color and sometimes grainy the snapshots of past glory days left us younger race fans with a hunger for more For those whose boyhoods were filled with a time when heroes put all their life savings into a race plane unless they saw the planes in person screened pictures and garish cover art on pulp magazines would have to make do to fill out their imaginations For some their talents at building models soon translated to adult vocations that allowed them to express their aeronautical desires By the late 1960s and early 1970s a few men beshygan to wonder if it was possible to build a racer

Questions began to be asked and fortunately some of the people inshyvolved in the original construction of a few of the racers were still very much alive and very enthusiastic about setshyting the record straight when it came to their particular airplaneS reputation

To whet our appetites for these racshyers of the past reincarnated here are just some of the replica racers that should be on hand for the second Golden Age of Air Racing reunion at EAA OSHKOSH 95

18 JULY 1995

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

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--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

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VINTAGE AIRPLANE 29

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

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ORDfRNOW VINTAGE AIRPLANE 33

The start of the Gee Bee craze can cershytainly be traced back to the construction of Bill Turners Gee Bee Z replica in the shops of Ed Marquart built during the 1970s and first flown in November of 1979 Bills flight er make that ground experiences with the Z were nothing short of wild including an excursion from the runway at Half Moon Bay that reshyquired a 5 month rebuild Bill will be the first to point out that the airplane was not at fault - a new set of brakes were to be fitted but he was one landing too late in getting them installed The Z replica is now owned by David Price and the Santa Monica Museum of Flight who purchased it after the airplane was one of the aeroshynautical stars of the Disney movie The Rocketeer

Jeff Eicher and Kevin Kimball (above) of Florida are busy putting the final touches on their Gee Bee Z replica Jeff and Kevin are not planshyning on making Oshkosh this year but when we visited the Kimball shops this past April the project had moved to the stage you see here All the construction drawings and structural analysis were done using a computer and many of the lessons learned by others over the past 25 years of racing replica building were incorporated into the details on this Gee Bee

(Left) Jim Jenkins Gee Bee Ereplica over the skies of central Connecticut A painsshytaking reproduction of the E Jims airshyplane is powered by a 110 hp Warner and he reports as do the other Gee Bee replica pilots that the airplane flies very nicely but that it can quickly become a handful on the ground during rollout jim first flew the replica in September 1991 A second E built by Scott Crosby has recently been completed and it is also scheduled to be at EAA OSHKOSH 95

(Right) The beautiful Gee Bee Model Y Sportster built as a replica by Ken Flaglor and now owned by Jack Venaleck of Painesville OH Only two of the Ys were built and although both eventually crashed the design has proven to be sound and a spirited airplane to fly

VINTAGE AIRPLANE 19

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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Petawawa Ont Canada Brian D Thomas Loveland CO Joseph C Thomas Morganton NC John E Thomson Ellenton FL Thomas E Timmerman Long Beach CA Rollin D Tomlin Georgetown OH Thomas H Trent Durham NC Michael Turner N Ft Myers FL Harry Veith Bedford VA Gary S Velligan Granada Hills CA Carl Vickers Corpus Christi TX W Coas t Propeller amp Accesso ries

Wilmslow Cheshire England Mary Ann L Winter Belmont CA K A Wiseman Springfield MO Thomas 1 Witt Doylestown PA Mike J Wittmann Santa Cruz CA Byron J Woodruff Santa Clara CA WraalstadG ary Bryans Rd MD Joseph Zito Perry Hall MD Dorin Zohner Waterville ME

VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

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Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

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High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

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first soloed in 1 957 with a 1946 Aeronco

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pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

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AUA Inc has offered and given my wife and

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

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ORDfRNOW VINTAGE AIRPLANE 33

A snarl from the horizon and a rotund shape takes form as it buzzes past the crowd and whips into a quick climb and roll A rom Then an inverted pass followed by knife edge flight in front of a dazzled audience Knife edge flight From one end of the country to the other Delmar Benjamin has been deshybunking the myth that the Gee Bee R-2 Super Sportshyster is a mean nasty airplane ready to bite at moshyments indiscretion Built by Delmar and master craftsman Steve Wolf as well as others in Steves Creswell OR shop the Gee Bee R-2 replica brought together the dreams of many Gee Bee enthusiasts around the world when it flew Monday December 23 1991 Since that time the R-2 has proven to be a worthy airshow airplane ably demonstrated by Delmar Far from a completely docile airplane the Gee Bee R-2 still requires the attention of the skilled pilot at all times Referring to his preference for aerobatic airplanes Delmar was quoted by Steve Wolf as saying Stability spells boring The Gee Bee R-l replica fills the bill for Delmar

During an East Coast tour Delmar Benjamin and Steve Wolf were treated to a Gee Bee famshyily reunion of sorts Here Steve discusses the Gee Bee R-2 project with Howell Pete Miller the chief engineer at Granville Bros Aircraft when the R-l and R-2 were built At the Concord NH Air Festival the Granville family members enjoyed a visit with the R-2 - from left to right are Steve Wolf Delmar Benjamin Sherrelle Antrum June Dakin Paul Granville Pete Miller Matthew Jones Barbara Haggerty and Tom Jones (Left) A portion of fabric from the original R-2 is held next to the R-2 replica by Delmar during the Concorde NH Air Festival

The perky Command-Aire Little Rocket was reproduced by Joe Araldi who enshyjoyed a close association and collaboration with Albert Vollemecke the Little Rocket designer The original was the winner of the grueling 5541 mile All America Flying Derby in 1930 a race set up by the Amerishycan Cirrus Engine company to promote their engines The race was open to all airshyplanes powered with either Cirrus or Enshysign engines Joes faithful replica has proven to be a reliable racer giving Joe a taste of the Golden Age ofAir Racing

20 JULY 1995

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

New Members Charles O Allen David Almy Ian Archibald Richard Balfour Robert B Barnes Joe Bauer Archie F Beighley Marion A Bell Michael D Berry Alain Bliez Richard R Borg Paul C Brent Andy Brinkley Harvey L Bruner John P Callos Michael M Carey William Castleton William J Clifford Douglas L Cline Larry N Collins Philip H Colmer Clarence S Conover Jr Richard W Cooper Robert J Cox Col William T Creech Lloyd A De Bock H E Delker Wayne K Dickson Doll Electric Corp Jesse K Douglas Jeffrey R Dwyer Lloyd W East Jr Roger A Edgington Theo Embry

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Wilmslow Cheshire England Mary Ann L Winter Belmont CA K A Wiseman Springfield MO Thomas 1 Witt Doylestown PA Mike J Wittmann Santa Cruz CA Byron J Woodruff Santa Clara CA WraalstadG ary Bryans Rd MD Joseph Zito Perry Hall MD Dorin Zohner Waterville ME

VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

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Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

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Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

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JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

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AUA Inc has offered and given my wife and

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Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

The resurrection of Benny Howards Pete had long been a dream of Bill Turners one he gave up on before he built the Brown B-2 replica Miss Los Angeles Since Benny was small (just slightly over 5 feet tall and slightly built) Bill figured his 65 frame wouldnt fit Years later he was able to acquire what was left of the racer which had been neatly rebuilt into a pretty little sportplane by a fellow from Milshywaukee named Poberezny Pauls Little Audrey used a pair of Luscombe wings and the remains of the fuselage of Pete which had long since been modified from its original form Restored to its former glory with a complete new set of wings and a rebuilt fuselage painted a gleaming white with gold and black trim Pete looks ready to bring home the hardware from the races Recently flown it was piloted by Robin Reid A replica Pete has long been the dream of engineer and aviation journalist Budd Davisson who has been slowly making headshyway on his project over the years Petes stablemates Mike and Ike also still exist owned by Joe Binder over the past 30 plus years

Bill Turner EAA 26489 was one of the lucky men who grew up a teenager during the 1930s He also had a father who was a Naval aviator during WW I and avid aviation enshythusiast for the rest of his life Bill was fortunate enough that his dad made sure that he and his son would head off to the National Ai r Races each year in e ither Los Ange les or Cleveland and he was old enough to remember many of the details that made the racers so appealing (Sitting in Benny Howards Pete making airplane noises until he was uncereshymoniously hauled ou t of the cockpit by Benny and Gordon Israel certainly did much to keep his recollections strong) As an adult he couldnt shake the thought of flying one of the hairy chested raci ng beasts that had thrilled his chi ldshyhood The few racers that remained were not for sale so he was left with only one choice - build his own

The Gee Bee sure had lots of sex appeal to Bill but o h its reputation Perhaps something a litt le more easy() to fly Heres how he described his search in the November 1972 issue of Sport Aviation

The image of one racer kept popping into my head As a young boy I had taken a fancy to it because of its graceful lines It was a craft which was always in there performing year after year It bore a strong resemblance to the famous Howards (Pete Mike and Ike) but was bigger Also it had flaps to help bring the landing speed down to something less than the wild strafing run approach so common to most of its contemporaries Besides it was crimson with gold letters and I like any color as long as its red It was of course the 1934 Brown B-2 Miss Los Angeles

Miss LA was bu il t by Bill and master restorercustom builder Ed Marquart and his shop craftsman at FlaBob airport in Los Angeles The racer showed up to thri ll the crowds at EAA OSHKOSH 72 and its appearance seemed to spark a resurgence in interest in racing airplanes Power was a Ranger engine instead of the 6-cylinder Menasco - it was easier to find and much easier to get parts for the Ranger than the 290 hp sushypercharged Menasco

F lying Miss Los Angeles gave Bi ll quite an education one that has stuck with him as he and Ed Marquart have gone on to bui ld up more replica racers the Gee Bee model Z City of Springfield and the Miles and Atwood Special Theyve also restored Benny Howard s Pete with their most recent achieveshyment the construction of a replica DH88 Comet Grosvenor House None of the airplanes has been considered by Bill to be easy to fly - they require constant attention and many have a particularly sharp break at the stall Keeping in mind their primary mission to go fast helps keep their flight characterisshytics in perspective B ill is once aga in organizing the Golden Age of Air Racing reunion at EAA OS HKOSH

For a list of events and special guests that are planning on atshytending EAA OSHKOSH 95 as part of the Golden Age of Air Racing celebration please see the Ale News on page 2

VINTAGE AIRPLANE 21

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

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High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

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first soloed in 1 957 with a 1946 Aeronco

Champ

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pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

TEMCO Buckaroo

by Norm Petersen

Robert Dicksons rare T-35 TEMCO Trainer

An old adage among airplane people goes something like this No thing is prettier than someone elses polished airshyplane That ubiquitous thought kept goi ng through my mind as I quietly apshyproached a gleaming highly polished resshyident of the Swift row at Sun n Fun 95

Closer inspection revealed the ai rshyplane to be one of the rare tandem-seatshying TEMCO Buckaroo models that make your heart skip a few beats with jealousy pitter-patter a few more beats with envy then finally slow down to a normal beat as hars h reality sets in There are only five T-35 Buckaroos on the FAA register three T-35 and two Tshy35A Of these only four are presently flying Now you have a n id ea of how rare this airp la ne is and yo ur relative chance to ever own one (But the beautishyfu l taildragger st ill makes the heart thump )

This gleaming aluminum 1950 model T-35 N904B SIN 6005 had been flown in from Charlotte NC by its owner and restorer Robert Dickson (EAA 70408 AIC 22357) and hi s lovely wife Ro ye Ann The flight to Lakeland FL was the very first time that Robert had taken his wife along in this particular airplane and they are most pleased to report that she loved every minute of it Robert reshyports the airplane fl ew grea t and made the trip without a hitch (Have you ever noticed how much easier it is to own an airplane that runs perfect when the Mrs is riding along)

The highly polished Bucka roo didn t happen overnight It had been purchased by Robert Dickson as a true bas ket case in 1974 twenty-one years ago Howeve r the full story of th e Buckaroo goes back even farther

Robe rt Dickson was born in Charshylotte NC in 1943 and has lived his entire life there except for a stint in college at Clemson University at Clemson Sc In 1961 his aviation interest was coming to

22 JULY 1995

the fore as he started taking lessons in a Piper Colt and made his first solo flight in a Piper Tri-Pacer However as is so ofshyten the case the funds dried up as school ex pe nses soon took care of a ny loose money

Eventually Rober t finished school an d became ga in full y e mployed By 1968 the aircraft bug was getting to him once again so he bought a Piper PAshy12 Super Cruiser and soloed the airplane under the tutelage of CFI D on Stewart eventually earning his Private license

1969 was a banner year fo r Robert in that he marri ed hi s love ly bride Roye Ann and in the same year deve loped this urge for a low-winged retractable airshyplane called a Swift He fo und one for sa le at Waymon Lanford Flying Service in Greenwood Sc After a bit of negotishyati on Robert traded a boat that he had for the Swift - and drew a nice chunk of boot money besides (Now you really understa nd this happe ned a fe w years ago)

Robert went down to Greenwood SC go t all checked out in the retrac table Swift and flew it home to Charlotte A bit later he was taking a friend for a ride when his passenger volunteered to show him some exciting loops and rolls Robert respectfully declined and while tying down the tailwhee l happe ned to notice severe de ter iora ti o n in the aft fuselage and tail feathers The airplane clearly needed res toration and Robert felt a very shaky sense of reli ef that no aerobatics had been attempted

Later he flew the Swift into the North Wilkesboro NC Fly-In where he met th e Swift guru Charlie Ne lso n and joined the Swift Association Returning home the Swift was dismantled for a mashyjor restoration that would take the next two years Robert discovered two things that all aircraft restorers already know It takes lots of time to restore an airplane and secondly it costs considerably more

money to complete tha n originally exshypected However a ll the effort was not in vain as Robert s newly restored Swift ran off with the Grand Champion Award a t the Swift Fly-In at Ke ntuck y D a m State Park near Paducah KY in 1973

Th e exce ll e nt qualit y of Robert s workmanship caught Charlie Nelson s eye and in 1974 Charlie extended an ofshyfer to Robert to come up to Athens TN and look at a TEMCO Buckaroo that the Swift Foundation had for sale It was a true basket case and in dire need of exshypert rebuilding Charlie felt that Robert Dickson was the man for the job

After looking the entire pile of Buckashyroo parts over a dea l was struck an d Robert purch ased the airplan e and hauled the whole mess back to Charlotte NC in a truck This was 1974 and Robert definitely felt he was almost in the airshycraft kit business - it was that bad Howshyever slowly but surely each part and

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

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Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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NitrateButyrate Dopes From An Old Friend Fly high with a

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Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

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to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

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Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

(Above) A Day at the Lake high and dry as it should be is the title of this photo of Robert Dickson (front cockpit) and Bud Brown (rear) in Roberts beautiful T -35 as they form up on Charlie Nelsons Buckaroo and photographer Terry Heffield Photo taken 1250 F4 on Kodak VPS-160 film o o

~ Q

Looking up into the left main gearwell gives us an excellent view of the really painstaking effort put into the long restoration Note the micarta

c o ~

block used to convey the four pressure lines through the wing rib tl (5 1 Q) 0 o cr

The fully instrumented front panel complete with full avionics is shown with the lights on and everything lit up

The rear instrument panel has been rebuilt to original configshyuration and includes the origishynal Radio Call N904B enshygraving from back in 1950

VINTAGE AIRPLANE 23

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

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32 JULY 1995

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ORDfRNOW VINTAGE AIRPLANE 33

(Above) Three and a half-year-old Robert Dickson Jr sits in the newly acquired T -35 project shortly after the long restoration period began

(Above right) Now an accomplished pishylot and CFI Robert Dickson Jr sits in the front cockpit of the totally restored T-35 Buckaroo and readies for a flight (Amazing the difference twenty years can make)

piece was separated from the pile and reshyturned to new condition

Perhaps the first item learned was that very littl e of the original Swift airplane was used in the manufacture of the T-35 They were different as night and day About the only recognizable feature common to the two airplanes is the wing slot ahead of the ailerons on the leading edge of the wing When Robert would become stuck on a part he would solicit help from th e people at JAARS (Jungle Aviation Air Rescue Service) who were exce ll ent craftsmen and could lit era ll y build any piece and part required In adshydition he wou ld often call EAA in Oshkosh and end up with the answers to his many questions As Robert says More EAA members should realize that EAA is more than a magazine For me it really paid off

The original engine that came with the project was a 165 hp Franklin that needed a great deal of he lp Only the crank was airworthy The rest had to be replaced as the necessary parts and pieces could be located (Spell that $$$$$) The years of drilling rivets cleaning and priming reshyriveting fixing rebuilding and general restoration went by rather quickly The light at the end of the tunnel was starting to show and by 1990 some sixteen years into the project the old (new) T-35 trainer was ready for her first flight Robert was pleased with the overall hanshydling of the airplane The controls are positive in their actions and it was easy to see (and feel) that the airplane was built for pilot training

In 1990 Robert flew the T-35 to its first Swift National Fly-In in Athens TN The trip proved one thing - the e ngine was not in good shape and somet hin g needed to be done About this time Seashy

24 JULY 1995

planes Inc of Vancouver WA came up with a freshly majored 220 Franklin with a constant-speed McCauley propeller Robert swallowed hard and decided to go for it The installation which was quite a substantial amount of work was handled by Don Maxfield at his Kearney Neshybraska operation The physical size of the 220 is almost the same as the 165 however a new engine mount was reshyquired along with all th e different hookups to the engine New baffles kept the air going by the cylinders and the new fully controllable prop was installed to make use of all that horsepower Robert was especially plea sed with Don Maxwells work and the result was a real hotrod of a T-35 Buckaroo The takeshyoff was much shorter the climb was something out of Star Wars and the cruise was now in the 160 to 165 mph bracket at 65 power The 34 gallon fuel capacity makes for about a three hour range (at 10 to 12 gp h) which Robert says is almost beyond his kidney range

In 1990 additional work was comshypleted on the wings control surfaces and the tail surfaces All aluminum that was replaced was carefully chosen for evenshytual polishing so the surface was closely checked before installation Needless to say Robert and crew became experts in the fine art of riveting without leavi ng tell-tale marks and smiles The rear instrument panel has been redone to original condition while the front panel (where all solo work is flown) has been rebuilt to a modern fully instrumented panel for use in the Charlotte TCA This wou ld have to be called a modern necesshysity

In 1994 the entire wing center section was re-skinned with beaded skins that were made with a special jig Again mashyterial was selected that would polish well Incidentally when the T-35 was origishynally built it could be fitted with dual 30 cal machine guns one in each wing along with at least 100 rounds of ammushynition for each an e lectric gunsight and 16 mm camera The ins tallation was unique in that the machin e guns were mounted on the torsional axis of the wing to provide fighter plane accuracy At the time (early 1950s) the airp lane was la-

beled as a Cub Killer in reference to its machine guns Apparently the designers had Third World countries in mind at the time

In 1951 the designers added ten 275 inch rockets (five mounted below each wing) complete with a fire control sysshytem to make the T-35 a formidable fightshying machine The evaluation of the T-35 was cut short by the Korean War and eventually the jet engine powered Cessna T-34 won the competition for the new Air Force trainer

Having committed to a polished airshyplane Robert has become the residen t guru on how to make an aluminum airshyplane shine The results of his work are really outstanding and if you look at the T-35 in the bright sunshine you will have to be prepared to shield your eyes At Sun n Fun 95 the pretty little tandem trainer drew more than its share of envishyous looks Apparently we all have some Walter Mitty in us and would like to fly a small fighter one day It surely attracts a crowd

Perhaps the best part of the Buckaroo story is that Robert s entire family has become aviation minded Their son Robert Jr a nd his wife are presently both in advanced flight training at Lakeshyland FL (both are CFIs) In addition their daughter Lisa wants to learn to fly in the family Super Cub N3681Z this summer and is unsure whether to have her brother teach her - or her sister-inshylaw (Hows that for neat options)

Robert says they plan on several trips with the T-35 this summer including a trip to Denton Texas for the 50th Anshyniversary Reunion of TEMCO employshyees They fully expect to visit with folks who actually built their airplane way back in 1950

Perhaps the funniest happening in the T -35 saga came at EAA Oshkosh last year when Robert quietly stood by as a group of younger folks came up to look at the brightly polished airplane One said Gee I didn t know they could chrome plate airplanes To which a secshyond member of the party answered It s not chrome plated its polished stainless steel Robert just sat and quietly smiled

Randolph Parent Hayward CA P Mark Parso ns

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

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High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

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first soloed in 1 957 with a 1946 Aeronco

Champ

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pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

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(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

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VINTAGE AIRPLANE 25

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

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VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

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WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

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VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

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High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

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~ -shyI IB

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first soloed in 1 957 with a 1946 Aeronco

Champ

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pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

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I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

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long 10000 mile trip to Alaska and back

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Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

by HG Frautschy

Here s a fun looking little amphibian that should intershyest any of the web-footed pilots out there The answer for this Mystery Plane will be published in the October 1995 issue of Vintage Airplane Answers for that issue must be received no later than August 25 1995

The April Mystery Plane prompted a surprising number of answers considering the relative obscurity of the subshyject Both the photo published in the April issue and on this page were supplied by Earl Stahl of Yorktown VA who visited the Jamison factory in D e land Florida one winters day in 1949-50 Earl described the Jupiter

The plane is the Jupiter built by Jamison Aircraft Deshyland FL in 1949 Designed by CM Jamison who previously worked as an engineer for Beech and Culver It seated three With a Lycoming 0-235-C1 engine of 115 hp it was said to cruise at over 150 mph and land about 40 mph With a wing span of 19 feet and length of 20 feet 10 inches it was similar in

size to the Culver V the cabin however was 48 inches wide Wings folded upward for storage Construction was largely 24ST aluminum alloy The targeted selling price was anshynounced as $2500 Flight testing was done by Ross Holdeman and famous race pilot Earl Ortman

During EAA Sun n Fun 95 an elderly gentleman came up to me with the April issue in his hand an said This airshyplanes no mystery - I designed it He then introduced himself as Charlie Jamison still of Deland Fl Charlie it turns out is the chairman of the Sun n Fun Corn Roast an event that is growing in popularity each year

Charli e gave us some additional insights about the Jupiter and himself After graduating from Parks Air Colshylege in East St Louis IL in 1938 with an engineering deshygree and a mechanics license he went to work for Dart Aircraft His first assignment was to get the CAA apshyproval of the 90 hp Warner in the Dart He then worked on the design of the Culver Cadet with Al Mooney staying with Culver to extend the Cadet work into the PQ-14 pilotshyless aircraft After the war he started work on his own deshysign originally planning a V-tail (as depicted in the phoshytos) After analyzing the loads imposed on the aft fuselage and thinking though other considerations about the stabilshyity of the V-tail in the event of structural damage Jamison redesigned the tail to a conventional horizontal stabilizer and vertical fin

Charlie mentioned that the biggest roadblock to the production of the Jupiter was lack of capital the eternal bugaboo of so many promising designs He still has all of the data and a remaining airplane After production plans fizzled Jamison turned to earning a living as a fixed base operator rebuilding airplanes He has also been an active technicalengineering writer over the years putting toshygether proposals for businesses wishing to do business with the government A second attempt to put the airplane (by

26 JUNE 1995

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 peryear EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

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bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

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October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

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Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

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to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

TYPE CLUB (Continuedrom page 11)

be as predictable as possible and a wheel landing is the most preshydictable Landing on wheels allows you to (1) better see the approach touchdown and rollout (2) puts all the weight on the main wheels for most efshyfective braking (a three-point landing puts 500-600 pounds on the tail this weight is now fr ee wheeling) (3) eliminates more lift because the angle of attack is less keeping you on the runway (4) there is less chance for floating or drifting in cross winds and (5) better directional control on a bounced or a bad landing

Misconception Wheel landings are done at a higher approach speed

Truth A typical good wheel landshying approach is at 60 kts lAS unless conditions require differently Yes you saw it correctly 60 knots Reshymember a 10 increase in approach speed equals a 21 increase in landshying roll Thats a lot folks

Misconception You should pin it on the runway at touchdown

Truth If done correctly you never

pin it on you fly it until the whee ls touch then chop the power and apply the brakes and there is very little or no bounce With this approach you have to resist cutting power until the wheels touch It takes practice

Here s the technique Get e stabshylished on final At one mile out you should be at 60 kts lAS (depending on wind conditions) 500 feet above the runway and descending at 500 FPM carrying about 13 -14 MP with the full flaps Trimmed to hands off The aircraft should come over the threshshyold almost level Do not flare and do not pull your power until you feel the wheels touch (resist the temptation) This has to be learned because your natural instinct is always to pull power Almost simultaniously when you pull power at wheel contact come on with as much brakes as you need and hold neutral yoke The torque from brakshying will help keep the tail up Then as the speed is reduced and the tail setshytles come back with the yoke Power controls rate of descent if you reduce your power your descent rate will inshycrease (even at 2) then you will have to flare to compensate and youll be chasing the airplane You want as few changes to correct as possible This

technique takes out the guess work - if you re low add power if high reduce Never change attitude or trim it s simshyple

A full stall landing has everything changing at the same time which inshycludes power speed attitude yoke visibilty and pitch This is not as preshydictable because youre waiting for things to happen youre chasing it

This wheel technique is near bulletshyproof if learned correctly It is being used all over the world by pilots much more knowledgeable than I MAF uses wheel landings at all airports in Idaho they fly into That includes Solshydiers Bar Allison Ranch Bernard Krassel and more All you do is cut power brake and turn off the runway

Until you learn it correctly stay with the technique you re most comshyfortable with if it works for you I recshyommend you practice this with a CFI that really knows the technique He can see your mistakes I took several hours of training from MAF a few years ago It really improved my proshyficiency Once correctly learned youll wish you had known this years ago Happy flying

Bill White

then designated the J-4) into production in the early sixshyties also ran into financial difficulties

Both Charlie Hayes New Lenox IL and AAA Presishydent Robert Taylor Ottumwa IA recall seeing the Jupiter at the Oskaloosa IA airport in 1950 Charlie even got to fly the airplane during a demo flight

Other answers were received from Jim Borden Menahga MN Larry Knechtel Seattle WA Roy Cagle Prescott AR RG Beeler Lakeland FL Bill Rogers Jacksonville FL Frank Strnad Long Island NY and Roger Johnson Houston TX

(Left) Charlie Jamison Deland FL stands by an earlier air shyplane he did design work on - the Culver Cadet

(Above) The Jamison Jupiter in its original configuration sporting a V-tail and showing off its folding wings It was later certified with a conventional tail

Send your Mystery Plane Replies to EAA Headquarters Vintage Airplane Mystery Plane

PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 27

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 peryear EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

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Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

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OSHKOSH WI54903-3086 PHONE (414) 426-4800

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SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

~~~ ~amp~~~~~

bull UNMANNED AIRCRAFT

bull RDTORCRAFT amp EXPERIMENTALS

bull MAINS Aux amp FERRY CELLS

bull Homebuilts 1 ~TE Kit Plane Co s bull ~e ~~

bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull

October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

JULY 15-16 - DELAWARE OH - Central Ohio 14th Annual EAA Chapter 9 Fly-In Young Eagle flights BBQ Food Delaware Airport Contact Walt McClory 614363shy3563 J ULY 23 - MARSHFIELD WI - EAA Chapter 992 Fly-In pancake breakfast 715223-6679 JULY 24-26 - LACROSSE WI - (LSE) Anshynual convention of the Short Wing Piper Club arrive 7123 depart 7127 Convent ion HQ - Midway Motel For info contact the SWPC president Steve Marsh 816353-8263 or th e SWPC News Bob or Elinor Mills 316835-2235 JULY 24-26 - LA CROSSE WI - Short Win g Piper Club Annual Convention 507238-4579 JULY 26-AUGUST 3 - VALPARAISO IN - EAA Chapter 104 of NW indiana l1th anshynual food booth at Porter Co Airport (VPZ) 8 a m to 6 p m daily during th e week of Oshkosh For more info call Barb Doepping 2191759-1714 or Alex Koshymorowski 219938-5884 JULY 27-AUGUST 2 - OSHKOSH WI shy43rd Annual EAA Fly-In and Sport Aviashytion Convention Wittman Region a l Airshyport Contact John Burton EAA PO Box 3086 Oshkosh WI 54903-3086 414426shy4800 AUG 5 - LAKE ELMO MN - Lake Elmo airport (21 D) Annual Aviation Days Rotary Pancake breakfast Wings wheels and whirlybirds For info call 6121777-9142 AUG 5-6 - RICHMOND HEIGHTS OH -Cuyahoga County airport 25th Anniversary Crawford Meet Wings and Wheels with a number of exciting events on the ground and in the air For info call the Crawford Auto Aviation Museum 2161721-5722 AUG 20 - BROOKFIELD WI - NC Chapshyter II 10th annual vintage airplane display a nd ice cream social noon ti l 5 pm 4141781-9550 AUG 25-26 - COFFEYVILLE KS - Funk Owners Assoc Reunion Contact Gene Ventress 9131782-1483 AUG 25-27 - SUSSEX NJ - Sussex airport Sussex Airshow 95 Gates open at 8 am show starts at 1 30 pm For info call 20 I 875-0783 SEPT 2 - MARION IN - 5th Annual FlyshyInCruise-In breakfast sponsored by Marion Hi gh School Band Boosters Antiques C lass ics Homebuilts as well as AntiqueCustom cars welcome For inforshymation contact Ray Johnson 317664-2588 SEPT 8-10 - VALPARAISO IN - EAA Chapter 104 of NW indiana hosts th e Trishymotor Stinson for rides during Popcorn fest at Porter Co Airport (VPZ) Winamack Inshydiana Old Antique Car Club display a nd pancake breakfast on Sunday For more info call Pau l Deopping 2191759-1714 or Rich Lidke219778-2709 SEPT 9-10 - MARION OH - MERFI (MidshyEastern Regional Fly-In) 513253-4629 SEPT 9-10 - HAGERSTOWN NJ shyWashin gton County Airport Fairchild Homecoming and airshow Gates open at 9 am airshow at Ipm Join Fairchild ownshyers emp loyees and fans to celebrate Fairchilds contributions to aviation For info call 3101745-5708 SEPT 9-10 - SCHENECTADY NY shyCounty airport Northeast Flight 95

Fly-In Calendar The following list of coming eVe1lts is furnished to our readers as a matter of information only and does not constitute approval sponsorship involvement control or direction of any event (fly-in seminars fly market etc) listed Please se1ld the information to EAA A tt Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be

--------- shy

receivedfour months prior to the eve1l1 dale

Airshow - Sponsored by the Empire State Aeroscience Museum SEPT 10 - MT MORRIS IL - EAA Chapter 682 and Ogle County Pilots Assoc Fly-In breakfast For info call Bill Sweet at 8151734-4320 or the airport at 8151734-6136 SEPT 10 - VALPARAISO IN (VPZ) shyEAA Chapter 104 4th annual Fly-InDriveshyIn pancake breakfast Call 219926-3572 for info SEPT 14-17 - CODY WY - International Cessna 195 Fly-In For info contact Springer Jones 50 Schnieder Rd Cody WY 82414 Phone 307587-8059 or Fax 307587-8061 SEPT 15-17 - URBANA IL - The Byron Smith Memorial Stinson R e union Fly-In Frasca Field Call 3131769-2432 or 708904shy6964 SEPT 16-17 - ROCK FALLS IL - North Centrral EAA Old Fashioned Fly-In Whiteside Airport Contact Gregg Erikson 708513-0641 or Dave Christianson 815625shy6556 Pancake Breakfast on Sunday 0700 to 1100 local SEPT 16-17 - ROCK FALLS IL - North Central Regional Fly-ln 708513-0642 SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC chapter 10 AAA Chapter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LODI CA - The Great West Coast Waco and Trave l Air Fly-In hosted by Precissi Flying Service Flying events memorabilia auction and grea t food Conshytact s Frank Rezich 805467-3669 or Jon Aldrich 209962-6121 SEPT 22-23 - MOCKSVILLE NC - Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO styl e bi g band party Sat night awards military vendors 2100x80 sod strip - private field - operation and attenshydance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650-8021 SEPT 23-24 - LUMBERTON NJ - South J ersey Regional airport Air Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunshyteer or 609267-4488 for info and directions SEPT 23-24 - ALEXANDRIA LA - Gulf Coast Regional Fly-In 504467-1505 SEPT 28-0CT 1 - CAHOKIA IL - Parks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape

Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 OCT 6-8 - PAULS VALLEY OK shyAntique Airplane Fly-in Contact Dick Fournier 405 258-1129 or Bob Kruse 405691 -6940 OCT 6-8 - EVERGREEN AL - Southshyeast Regional Fly-In 2051765-9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast Fly-In 25th anniversary A Gathering of Eashygles WW II victory airshow and Fly-In Special statue dedica tion in honor of the WASPs of WW II For pilot S info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-8 - HARTSVILLE SC - Annual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky Hampton V A 23661 Fax at 804873shy3059 OCT 7-8 - RUTLAND VT - Rutland airshyport Annual Leaf Peepers Fly-In 8shyllam Sponsored by EAA Chapter 968 the Green Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492-3647 OCT 8 - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea market static disshyplays Call John Brady for info 608372shy3125 OCT 12-15 - PHOENIX AZ - Coppershystate Regional Fly-In 6021750-5480 OCT 12-15 - Phoe nix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info call th e Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14-15 - SUSSEX NJ - Quad-Chapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 FOr info ca ll Herb Daniel 201875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20 -22 - KERRVILLE TX shySouthwest Regional Fly-In 915651-7882

28 JULY 1995

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 peryear EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

EAA AVIATION CENTER P OBOX 3086

OSHKOSH WI54903-3086 PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

~~~ ~amp~~~~~

bull UNMANNED AIRCRAFT

bull RDTORCRAFT amp EXPERIMENTALS

bull MAINS Aux amp FERRY CELLS

bull Homebuilts 1 ~TE Kit Plane Co s bull ~e ~~

bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull

October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft AssocIation Inc is $35 for one year including 12 issues ofSPORTAVlATlON Family memben1hip is available for an additional $10 annually Junior Membership (under 19 ye8IS of age) is available at $20 annually All major CI8dit catds accepted for membetship

ANTIQUECLASSIC Current EAA members may join the Antiquel Classic Division and receive VINTAGE AIRshyPlANE magszIne foran additional $27peryear EAA MemberIhip VINTAGE AIRPlANE magshyazine and one year membership In the EAA AntiqueICIIJssIc DIvision is available for $37 per year (SPORrAIRATlON magezIne not included)

lAC CUnentEAAmembeIS mayjoin the nIemationaI Aerobatic Club Inc Division lind teeelI8 SPORT AEROBATICS magazine for an additional $30 peryer EAA MembetshIp SPORTAEROSAJlCS magashyzine and one year membership in the lAC Division is available fo $40 per year (SPORT AVlATlONmagezIne not1ncIuded)

AIRCRAFT

1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637-2153 (7-2)WARBIROS

Current EAA members may join the EAA Warbinfs of America Division lind I8C8iwt WARshyBIRDS magezIne for an additional $30 peryear EAA Membership WARSIRDS magazine and one year membership in the Warbinfs DIvision is available for $40 per year (SPORT AVIATION magazine not included)

EAA EXPERIMENTER Current EAA members may receive EAA EXPERIMENTER magazine for an additional $18 peryear EAA Membership and EAA EXPERIMENTER magazine is available for $28 per year (SPORT AVIATION magazine not included)

WW II Warbird - BT-13 trainer 1942 PampW engine Kept inside $35000 Call Robt Pearson 414691-9284 Pewaukee WI (7-1)

1936 Aeronca C-3 Master - 15 hours since total restoration Perfect E-113C engine 15 hours since reman $18950 Hubie Tolson days 919638-2121 ext 7433 nights (before 9 pm ESn 919637-3332

MISCELLANEOUS

GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 foreign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9-3)

FOREIGN MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United States dolars Add $13 postage for SPORT AVIATION magazine andor $6 postage for any of the other magazines

EAA AVIATION CENTER P OBOX 3086

OSHKOSH WI54903-3086 PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 MON-FRI 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

SUPER CUB PA-18 FUSELAGES - New manufacture STC-PMA-d 4130 chromoly tubing throughout also complete fuselage repair ROCKY MOUNTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N

(NEW) This amp That About the Ercoupe $14 00 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 FlyshyAbout P O Box 51144 Denton Texas 76206 (ufn)

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1-800-843-3612

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)

Wheel Pants - The most accurate replica wheel pants for antique and classics avail shyable 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880shy1712 or FAX 310874-5934 (ufn)

Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subshyscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643shy3025

Curtiss JN4-0 Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postshycards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny flying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)

WANTED

Wanted - Heath Parasol parts (any condi shytion) or registration papers Dennis 614876shy0932

Wanted - 3 125 amp 225 Consolidated instruments 26 x 5 wheels amp Brakes or simishylar size Kolisman or Star Pathfinder comshypass with fish bowl face and bezel Triumph Magnetic fuel gauge model 122 or similar looking for anything Gee Bee brochures parts etc Ted B Blakeley PO Box 183 Boring OR 97009 (7-1)

Wanted - Eclipse Hand Crank Starter for Kinner K-5 Consolidated Mfg oil pressure gauge 516785-1037

VINTAGE AIRPLANE 29

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

~~~ ~amp~~~~~

bull UNMANNED AIRCRAFT

bull RDTORCRAFT amp EXPERIMENTALS

bull MAINS Aux amp FERRY CELLS

bull Homebuilts 1 ~TE Kit Plane Co s bull ~e ~~

bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull

October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

YouCan ~~ AnAirplane AEROPLANE ~_~~~J_~ ~J~~-----=shyO~ VV( Aug 12th amp 13th

Jackson MI Two hands-on days of theory and practice Aug 26th amp 27th Introductory Course - $ 149 Excellent North Hamploo NH overview of designs materials amp basic skills Se~~~~~s~ 1Z1h Intermediate COurses - $199 each Oct 21st amp 22nd Fabric Coverin$ Cover an actual wing Tulsa OK Composite Bastes Fabricate a real part Reservations amp Information

Sheet Metal Assemble a rypical piece 800-831-2949Welding Learn how to handle a torch

~~~ ~amp~~~~~

bull UNMANNED AIRCRAFT

bull RDTORCRAFT amp EXPERIMENTALS

bull MAINS Aux amp FERRY CELLS

bull Homebuilts 1 ~TE Kit Plane Co s bull ~e ~~

bull Ultralights Workshops bull ~4~ 0bull Warbirds Airshow bull Q ~ 0bull Antiques gt Fly-Bys bull ()

bull Camping Awards bull

bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull

October 12 - 15 1995 bull Williams Gatewav Airportlttgt Mesa Arizona bull -800-283-6372 ARIZONA

NitrateButyrate Dopes From An Old Friend Fly high with a

quality Classic interior Complete interior assemblies for do-it-yourself installation

Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115

High-tech wet-look paint just doesnt look right on a classic airplane Return with us to those thrilling days of yesteryear back when airplanes had a satin shysmooth fini sh that looked a foo t deep

You can still get that gorshygeous finish with Classic Aero nitratebutyrate dopes We use only the very finest us components and our fonu ulas fo llow the original Mil Specs

ILlt 113I I t t () A lrl H sect ~oatl-9 800-362-3490 bull FAX 909-684-0518

Irc r n t

PO Box 3129 Rivers i de Cal i fo r nia 92519

to the letter Classic Aero is kind to the environment and has been exhaustively tested both in the air and on the ground

Classic Aero dopes are made in America by PolyshyFiber whose only business is making aircraft coatings The icing on the cake is that the best costs less than other similar products

Classic airplanes deserve Classic Aero dope finishes

~ -shyI IB

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

JohnA Best

first soloed in 1 957 with a 1946 Aeronco

Champ

Right instructor 1959 - 1962

pilot for Piedmont Airlines 1962 - 1990

retired in 1990 with 23000 hours Rying

time

3 years Indiana Tech in aeronautical engineering

To become an

EAA Antique amp

AUA Inc has offered and given my wife and

I the best rates on our Ale insurance over the

years My wife and son also have pilots

licenses They both have low time yet AUA is

able to give us very reasonable rates A few

years ago they were very instrumental in

helping me find hull insurance for a monthshy

long 10000 mile trip to Alaska and back

- John Best

AUA will go the extra mile to give you the

best possible rates and service Reach for the

phone and give them a call - its free

800-727-3823 Fly with the pros fly with AUA Inc

AUAs Exclusive EAA AntiqueClassic Division Insurance Program

La er liability and hull premiums

Medical payments included

Fie t discounts for multiple aircraft carrying all risk coverages

No hand-propping exclusion

No age penalty

No component parts endorsements

Discounts for claim free renewals carrying all risk coverages

Remember Were Setter Togetherl

AVIATION UNLlMrED AGENCY

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

Get Your Official

ANTIQUE CLASSIC Division Merchandise

To order or for more information call

1-800-843-3612 (Outside the US and Canada 414-426-4800)

24 hour FAX 414-426-4873 or write EAA Dept MO PO Box 3086

Oshkosh WI 54903-3086 Major credit cards accepted WI residents add 5

sales tax Plus shipping and handling

Show your Division Colors Proudly Present your AC Membership card At EAA Oshkosh 95 in the AntiqueClassic Red Barn and receive a 10 discount

(Above Left) Youll be warm and toasty around the flyshyin campfire with your fleece shirtjacket trimmed with the NC logo 100 polyester Polartecreg inside and out it has z ippered slash pockets and a zippered cowl neck Its avai lab le in navy blue Sizes M-2Xl $5295

(Be low) Just what you need while cruising along in your airp lane this sturdy natural cotton duck baseball cap has a brown leather brim and the co lorful (blue hunter green or maroon) NC logo One size fits all adjustab le leather strap bullbullbullbullbullbull$1200

(Left) The AntiqueClassic sport shirt looks great whether at the airshyport or the golf links Made of 100 combed colorfast cotton it is ava ilable in royal blue with teal trim fuschia with blue trim and black with fuschia trim Sizes M-2Xl bullbull$2895

32 JULY 1995

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33

(Ri ght) Th e 100 pre-shrunk cotton ribbed scoop neck tee is feminine yet casual It also feashytures the NC logo embroidered in a glossy thread in the same color and is ava ilab le in blue or rose Sizes S-l $1295

(Above) You ll be covered front to back with your favorite Antique Classic or Contemporary airplanes on these bright 100 pre-shrunk cotshyton T-s hirts Eac h is topped off with the AC logo on the sleeve Available in these pastel colors cream fuschia blue green and orange Sizes S-2Xl bullbullbullbullbull$1595

(Above left) Keep warm with this thi ck fleece-lined sweatshirt neatl y embroidered with the AntiqueClassic logo Made of a 7030 cottonpoly blend Cowl neck w hite w ith black and gold logo grey trim Sizes M-2Xl bullbullbullbullbullbullbull$3395

(Left) Just right for those warm summer afternoons spent at the airport the scoop neck 100 pre-shrunk coHon tee features the embroidered AntiqueClassic logo in the shirt color Available in light green or cranberry Sizes Sol bullbullbullbullbullbullbullbullbullbullbull$1295

(Below right) If you need a little more warmth (say when you re doing a little open cockpit flying) you ll need the AntiqueClassic hooded sweatshirt Available in oa tmeal fl eece with accent stripes of burgundy navy blue and forest green on the shoulders Made of a 7030 cottonpoly blend Blue and burgundy NC logo Sizes M-2Xl bullbullbullbullbullbullbullbullbull$3895

(Right) The AntiqueC lassic Divisions co lors have never been bri ghter Made of 100 pre-shrunk cotton the NC golf shirt is available in jade gree n turquoise navy b lue and cranberry with matching color logo Sizes M -2Xl 2695

ORDfRNOW VINTAGE AIRPLANE 33