August 1996 Vol 24 No8

CONTENTS 1 Straight amp Levell

Espie Butch Joyce

2 AlC NewslHG Frautschy

5 AlC 25th Anniversary shyPart VNorm Petersen

10 Major or Memorexl Roy Redman

12 Rowes Aeronca HAC HG Frautschy

17 Members Projects from Around the World Norm Petersen

21 Stearman Reunion Richard T Hansen

23 Pass it to Buckl EE Buck Hilbert

24 Amazing Float Recovery David Mathison

24 From Our Members

26 Mystery PlaneH G Frautschy

28 Calendar

28 Welcome New Members

30 Vintage Trader

Page 12

Page 17

Page 24

FRONT COVER Mark and Pete Rowe cruise along in the Sun n Fun 96 Grand Champion middot Custom Classic award w inner a 1946 Aeronca 11AC Chief restored by the father and son team at their homes in on Eagle Nest Estates in Midlothian TX EM Photo by Phil High Shot with a Canon EOSmiddot1 n equipped with on 80-200 mm lens 1250 sec f9 on Fuji Sensia 100 slide film Cessna 210 photo plane flown by Bruce Moore

BACK COVER Flying and Flapjacks is the title of this Sam Lyons pointing entered in this year s edition of the Sport Aviation Art Competition the longest running aviation art competition in the world Sams pointing was awarded a Merit ribbon For more information on this artwork see AC News on page 2

Copyright copy 1996 by the EAA AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA AntiqueClassic Division Inc of Ihe Experimenlal AircraH Association and is published monthly at EAA Aviation Center 3000 Poberezny Rdbull PO Box 3086 Oshkosh Wisconsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~iOll3l mailing offICes The membership rate lor EAA AntiqueClassic Division Inc is $2700 for current EAA 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 EAA AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - Please allow at least two monlhs for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through the advertising We inv~e constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken EDITORIAIL POLICY Readers are encouraged to subm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibil~ for accuracy in reporting rests entirely with the contributor No renumeration is made Materia 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 INTERNATIONAIL AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRAILIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above association is strictly prohib~ed

EDITORIAL STAFF

Publisher Tom Poberezny

Editor-in-Chief Jack Cox

Editor Henry G Frautschy

Managing Editor Golda Cox

Art Director Mike Drucks

Assistant Art Director Sara AOtto

Computer Graphic Specialists Olivia L Phillip Jennifer Larsen

Associate Editor Norm Petersen

Feature Writer Dennis Parks

Staff Photographers Jim Koepnick Mike Steineke

Carl Schuppel Ken Lichtenburg

Advertising Editorial Assistant Isabelle Wiske

EAA ANTIQUECLASSIC DIVISION INC OFFICERS

President Vice-President Espie Butch Joyce George Daubner

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

910393-0044 414673-5885

Secretary Treasurer Steve Nesse EE Buck Hilbert

2009 Highland Ave PO Box 424 Albert Leo MN stJfJ7 UnionlL 60180

507373-1674 815923-4591

DIRECTORS John Berendt

7645 Echo Point Rd Connon Falls MN 55009

507263-2414

Gene Chase 2159 Carlton Rd

Oshkosh WI 54904 414231-5002

Phil Coulson 28415 Springbrook Dr

Lawton MI 49065 616624-649Q

Cha~es Harris 7215 East 46th St Tulsa OK 74145

918622-8400

Dale A_Gustafson 7724 Shady Hill Dr

Indianapolis IN 46278 317293-4430

Robert Ucktelg 1708 Boy Oaks Dr

Albert Leo MN stJfJ7 507373-2922

Geoff Robison 1521 E MacGregor Dr New Hoven IN 46774

219 493-4724

Robert C Bob ikOU8f 9345 S Hoyne

Chicago IL 60620 312779-2105

John S Copeland 28-3 Williamsbur8 Ct

Shrewsbury MA 1545 fIJ8842-7867

Stan Gomoll 1042 90th Lane NE

Minneopolis MN 55434 612784-1172

Jeannie HIli PO Box 328

Harvard IL 60033 815943-7205

Robert D Bob Lumley 1265 South 124th SI Brookfield WI 53005

414782-2633

Gene Morris 11SC Steve Court RR 2

Roanoke TX 76262 817491 -9110

George York 181 SlobodaAv

Mansfield OH 44906 419529-4378

SoH OWes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

414771 -1545

DIRECTOR EMERITUS SJ WIttman

1904-1995

ADVISORS

Joe Dickey RagerGomoll 55 Oakey Av 3238 Vicoria St N

Lawrenceburg IN 47025 St Paul MN 55126 812537-9354 612 484-2303

SIeve Krog Dean Richardson 930 Tara HL E 6701 Colony Dr

Hartford WI 53027 Madison WI 53717 414966-7627 608833-1291

STRAIGHT amp LEVEL

I am writing this some five days before leaving for the Oshkosh Convention I have been totally occupied for the past month with the details needing attention while preparing for the operation of the AntiqueClassic area A number of your officers directors and great volunteers who live close enough to Oshkosh have spent several months improving the grounds of the AntiqueClassic area for your enjoyment A new addition to the AC Headshyquarters building is now a reality and we can thank AC Directors Bob Lumley and Bob Brauer for taking the lead on that project I think that you will be surprised when you see the efforts of all these people who work for you We certainly try to make every person s visit to the AnshytiqueClassic area a pleasant one If theres something you see that could stand improving we are willing to listen to any constructive suggestion you might have to make it betshyter for you and your fellow members

I have been volunteering at Oshkosh for some 23 years now The first several years I averaged only 10 hours during the Convention Doing this small amount of volshyunteer work I found the Convention much more fun - I felt that 1 had become a part of what was happening Whats the difference between volunteering and standing on the sidelines watching Its like standing on the ramp and watching an airplane takeoff or making the choice to open the cockpit door and go for a ride Try it you might like it

In your AntiqueClassic area during the Convention there are around 70 Chairmen and 400 individual volunshyteers who work many hours to try and make the Oshkosh Convention the best One thing I can count on during the show is there will be several people who will come by and say Oshkosh has gotten TOO BIG I have never really known how to take this statement Oshkosh is big We work hard all year long organizing the Convention to alshylow more people to get involved each year I think everyshyone who shows up wants to be part of the show or they would not have made the trip We will do everything that we can to make the newcomer as welcome as the old-timer whos been showing up for years

You will see things at Oshkosh that you will not see at

by Espie Butch Joyce

other fly-ins - a couple of examples from past years include Steve Pitcairn flying his PCA-2 Autogiro eight Jennies flying together and other rare aircraft If you do not make the Convention this year we look forward to seeing you in 1997 I guess you can tell that I am proud to be a part of this happening and you as a member can be too

Moving on to other items of business the AntiqueClasshysic Hall of Fame is once again asking the membership to submit nominations of deserving individuals Your AnshytiqueClassic Director Charles Harris 7215 East 46th Street Tulsa OK 74145 is the Hall of Fame Chairman and your nomination should be directed to him

I hope everyone has enjoyed Gene Chases history of the EAA AntiqueClassic Division This month Associate Editor Norm Petersen will give the history of the Division from 1985 to date The Division has been fortunate to have many wonderful volunteers take up the mantle of reshysponsibility over the years and youve seen many of their names mentioned over the last 25 years We look forward to working with those who will come to work with us in the future

There are a number of interesting members of the Divishysion one of those is Sam Burgess whom you read about in last month s VINTAGE AIRPLANE I would like to add that Sam calls from time to time to make suggestions that help all of us Sam has the most energy of anybody T know and can complete a project in record time he is now building a Knight Twister I can t wait to see what he hangs on the front of that airplane

Each of you please be extra careful out there we cannot afford to lose any of you Ask a friend to join the AnshytiqueClassic Division so they too can enjoy the benefits of being a member and receive their own monthly publicashytion VINTAGE AIRPLANE

The AntiqueClassic Division is 25 years strong this year and we look forward to another great 25 years Our 50th anniversary will be in the year 2021 - lets all get toshygether for that one

Let s all pull in the same direction for the good of aviashytion Remember we are better together Join us and have ital

VINTAGE AIRPLANE 1

scholarship $500 is awarded to Corey M Alexander of Winnemucca NV who is attending Dixie College

For a EAA Aviation Achievement scholarship $500 is awarded to Alex A Temple of Indianapolis IN

AC NEWS compiled by HG Frautschy

ABOUT THE BACK COVER

Sam Lyons painting Flying and Flapjacks depicts an original restored Globe Swift at a typical summer Saturshyday morning pancake breakfast fly-in at a local field For those of us here in the central Wisconsin area it really is a local airport for Sam has chosen the Wild Rose Idlewild airport located just west of Lake Poygan as the place for his painting The acrylic on canvas artwork was inspired by the many EAA Chapter sponsored events promoting aviation across the country which the artist has attended

Sam Lyons 4600 Kings Crossing Dr Kennesaw GA 30144 phone 770928shy8050 has been painting aircraft full time since 1985 when he closed his hobby shop and began to pursue his dream of becoming an internationally respected aviation artist With artwork gracing the Pentagon the Smithsonian Air amp Space Museum and many others locations and galleries worldwide Sams work in the photo realist style has captured the eye of many aviation enthusiasts

A sailplane pilot working on his power ticket in his recently acquired Stinson 108-3 he keeps close to aviation as his avocation an inspiration he has carried throughout his lifetime - his fashyther was a B-24 pilot during WW II

AIC DIVISION ON THE W EB

Sometime in the future it is anticishypated that the AntiqueClassic Division will have it s own page within EAA s web site on the World Wide Web Beshysides the obvious membership informashytion what types of information would AntiqueClassic aviation computer users like to see One thought is to have the basic judging guidelines pubshylished on the Web but Im certain there must be other items that are of interest to computer literate members Feel free to fax your replies with suggestions for the content of the AntiqueClassic page to me at 414426-4828 If you d rather e-mail the address is vintage eaaorg or th e web site is at http llwwweaaorg

EAA FOUNDATION SCHOLARSHIP RECIPIENTS SELECTED

The 1996 EAA Aviation Foundation Scholarship recipients have been seshylected They are

For the EAAlTeledyne Continental Aviation Excellence scholarship in the amount of $500 is presented to Angela M Psket of Cudahy WI who attends Milwaukee General Aviation School

For a EAA Aviation Achievement

A NEW POLYFIBER MANUAL

Jon Goldenbaum the president of Poly Fiber has released an new version of the How To manual used by thousands over the years while covering their airshyplanes with the Stits Poly-Fiber system Jon with assistance from Norm Douthit and Richard Kunc has rewritten the manual with a light easy to read style that is refreshing and makes the covering process fun to learn Complete with photos and drawings to illustrate the process you ll soon get a complete education in this particular STCd covering system If you re undecided as to what you want

to do regarding covering your airplane be sure and obtain a copy of How To Cover An Aircraft Using the Poly-Fiber System Cost is five bucks and you can obtain one from Poly Fiber Aircraft Coatings Box 3129 Riverside CA 92519 phone 1-800362-3490 If your heart is set on a nishytratebutyrate finish ask about their Classic Aero finishing system for Ceconite polyester fabric

The Herbert L Cox Memorial scholshyarship in the amount of $500 is awarded to Maria G Battista of Indianapolis IN attending Embry Riddle Aeronautical University

The Richard Lee Vernon Aviation $550 scholarship is presented to Marcia G Fleck of Indianapolis IN attending St Cloud State University

Finally the Spartan School of Aeroshynautics Pilot Training in the amount of $1000 went to Eddie D Carney of Ocean Springs MS

Congratulations to all of the scholarshyship recipients

UNIVAIR O N THE WORLD WIDE W EB

For you computer users out there who enjoy accessing aviation users via the World Wide Web or e-mail here s the addresses for Univair The web site is at wwwunivaircom and you can eshymail at infounivaircom

A FITTING TRIBUTE

From the Funk Flyer newsletter we picked up this short letter from Leroy Seigfreid We were touched that a big company such a Goodyear Tire and Rubber would take the time to honor an employee from their airship days See if you dont agree

Dear Ruth

We lost another Funk aviator My father Emerson A Seigfreid went to be with the Lord on April 3 1996 He lived his 88 years to the fullest

My Dads department at Goodyear had made the blimp cars and control surfaces dating back to the early 1940s so Goodyear brought out the Goodyear blimp for his funeral The blimp hovshyered over the church until the family came outside Then it flew to the front of the church turned 90 deg and did a salute by raising and lowering the front of the blimp We were all deeply touched by this wonderful gesture

Before World War II my father was part owner of Flink No N24116 That airplane is now in the EAA mushyseum in Oshkosh WI It was donated to the museum by Gus Limbach

In the 1980s my Dad donated the number one Funk motor to the Funk twins The motor is on display in the Coffeyville KS museum

Leroy Siegfreid Willard OH

2 AUGUST 1996

STRAIGHT amp LEVEL

I am writing this some five days before leaving for the Oshkosh Convention I have been totally occupied for the past month with the details needing attention while preparing for the operation of the AntiqueClassic area A number of your officers directors and great volunteers who live close enough to Oshkosh have spent several months improving the grounds of the AntiqueClassic area for your enjoyment A new addition to the AC Headshyquarters building is now a reality and we can thank AC Directors Bob Lumley and Bob Brauer for taking the lead on that project I think that you will be surprised when you see the efforts of all these people who work for you We certainly try to make every person s visit to the AnshytiqueClassic area a pleasant one If theres something you see that could stand improving we are willing to listen to any constructive suggestion you might have to make it betshyter for you and your fellow members

I have been volunteering at Oshkosh for some 23 years now The first several years I averaged only 10 hours during the Convention Doing this small amount of volshyunteer work I found the Convention much more fun - I felt that 1 had become a part of what was happening Whats the difference between volunteering and standing on the sidelines watching Its like standing on the ramp and watching an airplane takeoff or making the choice to open the cockpit door and go for a ride Try it you might like it

In your AntiqueClassic area during the Convention there are around 70 Chairmen and 400 individual volunshyteers who work many hours to try and make the Oshkosh Convention the best One thing I can count on during the show is there will be several people who will come by and say Oshkosh has gotten TOO BIG I have never really known how to take this statement Oshkosh is big We work hard all year long organizing the Convention to alshylow more people to get involved each year I think everyshyone who shows up wants to be part of the show or they would not have made the trip We will do everything that we can to make the newcomer as welcome as the old-timer whos been showing up for years

You will see things at Oshkosh that you will not see at

by Espie Butch Joyce

other fly-ins - a couple of examples from past years include Steve Pitcairn flying his PCA-2 Autogiro eight Jennies flying together and other rare aircraft If you do not make the Convention this year we look forward to seeing you in 1997 I guess you can tell that I am proud to be a part of this happening and you as a member can be too

Moving on to other items of business the AntiqueClasshysic Hall of Fame is once again asking the membership to submit nominations of deserving individuals Your AnshytiqueClassic Director Charles Harris 7215 East 46th Street Tulsa OK 74145 is the Hall of Fame Chairman and your nomination should be directed to him

I hope everyone has enjoyed Gene Chases history of the EAA AntiqueClassic Division This month Associate Editor Norm Petersen will give the history of the Division from 1985 to date The Division has been fortunate to have many wonderful volunteers take up the mantle of reshysponsibility over the years and youve seen many of their names mentioned over the last 25 years We look forward to working with those who will come to work with us in the future

There are a number of interesting members of the Divishysion one of those is Sam Burgess whom you read about in last month s VINTAGE AIRPLANE I would like to add that Sam calls from time to time to make suggestions that help all of us Sam has the most energy of anybody T know and can complete a project in record time he is now building a Knight Twister I can t wait to see what he hangs on the front of that airplane

Each of you please be extra careful out there we cannot afford to lose any of you Ask a friend to join the AnshytiqueClassic Division so they too can enjoy the benefits of being a member and receive their own monthly publicashytion VINTAGE AIRPLANE

The AntiqueClassic Division is 25 years strong this year and we look forward to another great 25 years Our 50th anniversary will be in the year 2021 - lets all get toshygether for that one

Let s all pull in the same direction for the good of aviashytion Remember we are better together Join us and have ital

VINTAGE AIRPLANE 1

scholarship $500 is awarded to Corey M Alexander of Winnemucca NV who is attending Dixie College

For a EAA Aviation Achievement scholarship $500 is awarded to Alex A Temple of Indianapolis IN

AC NEWS compiled by HG Frautschy

ABOUT THE BACK COVER

Sam Lyons painting Flying and Flapjacks depicts an original restored Globe Swift at a typical summer Saturshyday morning pancake breakfast fly-in at a local field For those of us here in the central Wisconsin area it really is a local airport for Sam has chosen the Wild Rose Idlewild airport located just west of Lake Poygan as the place for his painting The acrylic on canvas artwork was inspired by the many EAA Chapter sponsored events promoting aviation across the country which the artist has attended

Sam Lyons 4600 Kings Crossing Dr Kennesaw GA 30144 phone 770928shy8050 has been painting aircraft full time since 1985 when he closed his hobby shop and began to pursue his dream of becoming an internationally respected aviation artist With artwork gracing the Pentagon the Smithsonian Air amp Space Museum and many others locations and galleries worldwide Sams work in the photo realist style has captured the eye of many aviation enthusiasts

A sailplane pilot working on his power ticket in his recently acquired Stinson 108-3 he keeps close to aviation as his avocation an inspiration he has carried throughout his lifetime - his fashyther was a B-24 pilot during WW II

AIC DIVISION ON THE W EB

Sometime in the future it is anticishypated that the AntiqueClassic Division will have it s own page within EAA s web site on the World Wide Web Beshysides the obvious membership informashytion what types of information would AntiqueClassic aviation computer users like to see One thought is to have the basic judging guidelines pubshylished on the Web but Im certain there must be other items that are of interest to computer literate members Feel free to fax your replies with suggestions for the content of the AntiqueClassic page to me at 414426-4828 If you d rather e-mail the address is vintage eaaorg or th e web site is at http llwwweaaorg

EAA FOUNDATION SCHOLARSHIP RECIPIENTS SELECTED

The 1996 EAA Aviation Foundation Scholarship recipients have been seshylected They are

For the EAAlTeledyne Continental Aviation Excellence scholarship in the amount of $500 is presented to Angela M Psket of Cudahy WI who attends Milwaukee General Aviation School

For a EAA Aviation Achievement

A NEW POLYFIBER MANUAL

Jon Goldenbaum the president of Poly Fiber has released an new version of the How To manual used by thousands over the years while covering their airshyplanes with the Stits Poly-Fiber system Jon with assistance from Norm Douthit and Richard Kunc has rewritten the manual with a light easy to read style that is refreshing and makes the covering process fun to learn Complete with photos and drawings to illustrate the process you ll soon get a complete education in this particular STCd covering system If you re undecided as to what you want

to do regarding covering your airplane be sure and obtain a copy of How To Cover An Aircraft Using the Poly-Fiber System Cost is five bucks and you can obtain one from Poly Fiber Aircraft Coatings Box 3129 Riverside CA 92519 phone 1-800362-3490 If your heart is set on a nishytratebutyrate finish ask about their Classic Aero finishing system for Ceconite polyester fabric

The Herbert L Cox Memorial scholshyarship in the amount of $500 is awarded to Maria G Battista of Indianapolis IN attending Embry Riddle Aeronautical University

The Richard Lee Vernon Aviation $550 scholarship is presented to Marcia G Fleck of Indianapolis IN attending St Cloud State University

Finally the Spartan School of Aeroshynautics Pilot Training in the amount of $1000 went to Eddie D Carney of Ocean Springs MS

Congratulations to all of the scholarshyship recipients

UNIVAIR O N THE WORLD WIDE W EB

For you computer users out there who enjoy accessing aviation users via the World Wide Web or e-mail here s the addresses for Univair The web site is at wwwunivaircom and you can eshymail at infounivaircom

A FITTING TRIBUTE

From the Funk Flyer newsletter we picked up this short letter from Leroy Seigfreid We were touched that a big company such a Goodyear Tire and Rubber would take the time to honor an employee from their airship days See if you dont agree

Dear Ruth

We lost another Funk aviator My father Emerson A Seigfreid went to be with the Lord on April 3 1996 He lived his 88 years to the fullest

My Dads department at Goodyear had made the blimp cars and control surfaces dating back to the early 1940s so Goodyear brought out the Goodyear blimp for his funeral The blimp hovshyered over the church until the family came outside Then it flew to the front of the church turned 90 deg and did a salute by raising and lowering the front of the blimp We were all deeply touched by this wonderful gesture

Before World War II my father was part owner of Flink No N24116 That airplane is now in the EAA mushyseum in Oshkosh WI It was donated to the museum by Gus Limbach

In the 1980s my Dad donated the number one Funk motor to the Funk twins The motor is on display in the Coffeyville KS museum

Leroy Siegfreid Willard OH

2 AUGUST 1996

scholarship $500 is awarded to Corey M Alexander of Winnemucca NV who is attending Dixie College

For a EAA Aviation Achievement scholarship $500 is awarded to Alex A Temple of Indianapolis IN

AC NEWS compiled by HG Frautschy

ABOUT THE BACK COVER

Sam Lyons painting Flying and Flapjacks depicts an original restored Globe Swift at a typical summer Saturshyday morning pancake breakfast fly-in at a local field For those of us here in the central Wisconsin area it really is a local airport for Sam has chosen the Wild Rose Idlewild airport located just west of Lake Poygan as the place for his painting The acrylic on canvas artwork was inspired by the many EAA Chapter sponsored events promoting aviation across the country which the artist has attended

Sam Lyons 4600 Kings Crossing Dr Kennesaw GA 30144 phone 770928shy8050 has been painting aircraft full time since 1985 when he closed his hobby shop and began to pursue his dream of becoming an internationally respected aviation artist With artwork gracing the Pentagon the Smithsonian Air amp Space Museum and many others locations and galleries worldwide Sams work in the photo realist style has captured the eye of many aviation enthusiasts

A sailplane pilot working on his power ticket in his recently acquired Stinson 108-3 he keeps close to aviation as his avocation an inspiration he has carried throughout his lifetime - his fashyther was a B-24 pilot during WW II

AIC DIVISION ON THE W EB

Sometime in the future it is anticishypated that the AntiqueClassic Division will have it s own page within EAA s web site on the World Wide Web Beshysides the obvious membership informashytion what types of information would AntiqueClassic aviation computer users like to see One thought is to have the basic judging guidelines pubshylished on the Web but Im certain there must be other items that are of interest to computer literate members Feel free to fax your replies with suggestions for the content of the AntiqueClassic page to me at 414426-4828 If you d rather e-mail the address is vintage eaaorg or th e web site is at http llwwweaaorg

EAA FOUNDATION SCHOLARSHIP RECIPIENTS SELECTED

The 1996 EAA Aviation Foundation Scholarship recipients have been seshylected They are

For the EAAlTeledyne Continental Aviation Excellence scholarship in the amount of $500 is presented to Angela M Psket of Cudahy WI who attends Milwaukee General Aviation School

For a EAA Aviation Achievement

A NEW POLYFIBER MANUAL

Jon Goldenbaum the president of Poly Fiber has released an new version of the How To manual used by thousands over the years while covering their airshyplanes with the Stits Poly-Fiber system Jon with assistance from Norm Douthit and Richard Kunc has rewritten the manual with a light easy to read style that is refreshing and makes the covering process fun to learn Complete with photos and drawings to illustrate the process you ll soon get a complete education in this particular STCd covering system If you re undecided as to what you want

to do regarding covering your airplane be sure and obtain a copy of How To Cover An Aircraft Using the Poly-Fiber System Cost is five bucks and you can obtain one from Poly Fiber Aircraft Coatings Box 3129 Riverside CA 92519 phone 1-800362-3490 If your heart is set on a nishytratebutyrate finish ask about their Classic Aero finishing system for Ceconite polyester fabric

The Herbert L Cox Memorial scholshyarship in the amount of $500 is awarded to Maria G Battista of Indianapolis IN attending Embry Riddle Aeronautical University

The Richard Lee Vernon Aviation $550 scholarship is presented to Marcia G Fleck of Indianapolis IN attending St Cloud State University

Finally the Spartan School of Aeroshynautics Pilot Training in the amount of $1000 went to Eddie D Carney of Ocean Springs MS

Congratulations to all of the scholarshyship recipients

UNIVAIR O N THE WORLD WIDE W EB

For you computer users out there who enjoy accessing aviation users via the World Wide Web or e-mail here s the addresses for Univair The web site is at wwwunivaircom and you can eshymail at infounivaircom

A FITTING TRIBUTE

From the Funk Flyer newsletter we picked up this short letter from Leroy Seigfreid We were touched that a big company such a Goodyear Tire and Rubber would take the time to honor an employee from their airship days See if you dont agree

Dear Ruth

We lost another Funk aviator My father Emerson A Seigfreid went to be with the Lord on April 3 1996 He lived his 88 years to the fullest

My Dads department at Goodyear had made the blimp cars and control surfaces dating back to the early 1940s so Goodyear brought out the Goodyear blimp for his funeral The blimp hovshyered over the church until the family came outside Then it flew to the front of the church turned 90 deg and did a salute by raising and lowering the front of the blimp We were all deeply touched by this wonderful gesture

Before World War II my father was part owner of Flink No N24116 That airplane is now in the EAA mushyseum in Oshkosh WI It was donated to the museum by Gus Limbach

In the 1980s my Dad donated the number one Funk motor to the Funk twins The motor is on display in the Coffeyville KS museum

Leroy Siegfreid Willard OH

2 AUGUST 1996

KIMBALLEICHER GEE BEE Z

As mentioned in last month s AIC News the Gee Bee model Z replica enshygineered by Kevin Kimball and built by him and Jeff Eicher has bee flown with high time Gee Bee pilot Delmar Benshyjamin at the controls (Delmar now has in excess of 700 hours in his Gee Bee R-I making him the the man with more hours in a Gee Bee than anyone EVER) The flights took place on June 24 and 25 and over 15 landings and takeoffs were done by him during the initial flights It stalls

UPCOMING flY-INS

As we head into the fall (already) flyshyin season some of the years nicest flying weather will be coupled with great fly-ins East coasters may wish to take in the Hashygarstown Aviation Heritage Weekend Fly-In celebrating those aircraft manushyfactured in Hagarstown MD Taking

at 75 mph indicated and shows a maximum speed of 250+ mph with a crui se of 210 mph initially Kevin s pretty sure that number will go up as the engine s induction sysshytem is refined The Pamp W R-985 was not turning up to fu ll static RPM for the first flights and while well within the power requirements for flight it should be able to turn up a bit quicker for a higher cruise speed

The future plans for the Z are still open and with a requirement for 40 hours that sti ll need to be flown off of

the experimenta l airplane it wi ll not be at an y airshows soon but keep your dial tuned to Vintage Airplane and well keep you posted

place the weekend of September 718 at Washington County Airport the fly-in begins at 7 am

One of the larger events is the Copshyperstate Regional EAA Fly-In held Ocshytober 10-13 at Williams Gateway Airport in Mesa AZ They re a lso celebrating their 25th Anniversary and plan on all manner of fly-in activities including work-

Our thanks to Kevin and Jeff for sendi ng us these beautiful photos to share with our readers

(Left) Just a few short years ago this was the structure of the Gee Bee Z replica at the Kimball shop in Zellwood FL An aeronautical engineering stushydent Kevin and Jeff have created the drawings used on the Z using a comshy

puter CAD system Now you know why the wing root fairshyings are so deep - that wing center section carry-through structure that Kevin is pointshying out is massive It has to be carrying both flight and landing gear loads And look at the size of the tubing used even in the aft fuseshylage This airplane is meant to take a lot

shops airshows and homebuilt kit manushyfacturer displays There are reduced fuel prices during the fly-in and should you desire camping is permitted on the field You may wish to inquire about shower fashycilities For more information call 602827-4700 or you can reach them via the computer at httpwwwprimenetcom-eaa_airzl

VINTAGE AIRPLANE 3

fAA AntiqueClassic Division

25th Anniversary PART V - The Past Ten Years

Th e 15th Anni ve rsa r y o f th e An shytiqueClassic Division held in conjuction with the 1986 E AA Convention was inshydee d a fes t ive occas ion with some 24 A C cha irme n leadin g the vo luntee rs throughout the week 1986 will be long remembered as the only Oshkosh pershyfo rm a nce o f the te n-pl a ne It a li a n J e t Ae roba tic Tea m ca ll ed Frecce Trico lshyo ri In additio n the entire crowd in shycludin g th e jubil a nt Antiqu eClass ic group was in complete awe of the sights and so unds o f the magnifi cent Pitca irn PCA-2 a utogyro - flown by Steve Pit shycairn th e son o f the ma nufacture r Ha rold Pitca irn Fe w att e nd ees will ever fo rget the sound of the PCA-2 as it passed by the big Wright engine growlshying away as the huge rotor blades made their soft beat at 120 rpm

Under the administration of AlC Presshyident Robert Dobbie Licktieg the AnshytiqueClass ic Division had made grea t strides the past year in new membershi ps new act iviti es new serv ices and even a bra nd new cupa lo o n th e fa mo us Red Barn courtesy of Stan Gomoll and John Fogerty

by Norm Petersen

A lo ng with th e la rge c ro wds ca me ma ny a irpl a nes the Antiqu eC lass ic group registe rin g 140 antiques and 654 classics for a total of 794 showplanes To go a long with the numbers the excellent weather for the 1986 gathering was a welshycome treat The 1986 Grand Champion Antique Lind y was awarded to Ri chard Packer of Radn or Ohio for his incredishyble restoration of a Boeing Stearman PTshy17 Finished up in pre-43 tra iner colors with s ta rs amp bars the PT-17 was as nicely restored inside as outside and the entire Packer fami ly of fo ur was involved in the seven-yea r restoration effort

Th e R ese rve Grand Cha mpion An shytiqu e Lind y was ta ke n ho me by Ga ry Rudo lph of Vincennes IN with hi s reshymarkable Hea th LNA-40 Parasol Powshyered with a Continental A-40 engine the pre tt y cream wi th red trimme d H ea th was in a class of workmanship by itse lf (Thi s ve ry H eat h Paraso l N1 2814 is presently on display in the E AA Air Adshyventu re Museum)

E liciting kind comments from th ose wh o kn o w the 1986 C lass ic Gra nd Champion Lindy was ga rnered by David

J o rge nse n o f Ri ve rs id e CA wit h hi s beaui ful Stinson 108-2 all nice ly finished in an original Stinson Sand color that set it apart from the crowd Many old time AC me mbe rs could plai nl y remember the original Sand color from back in the late fo rties - and David Jorgensens Stinshyson brought tears to their eyes

The 1986 Rese rve Grand Champio n Lindy was captured by Tom and Ei leen Macario of West Chester PA with their sharp looking Piper J-3 C65 Cub (incl udshying matching ye ll ow T-s hirts on the two restorers)

Besides the pleasure of seeing the only fl ying Pitcairn PCA-2 autogyro the 1986 ga th e rin g a lso included th e sights and sounds of a fl ying replica of the Menascoshypowered Miles amp Atwood racer fro m the 1930s flown by Bill Turner of Cali forn ia In addit io n a ra re Flee twings Sea bi rd sta inless stee l a mphib ian was fl own to Oshkosh by Channing Clark of Ca lifo rshyni a All in all it was qui te a year for the AntiqueClassic Division

1987 AntiqueClassic Gathering at Oshkosh

- Hea t was o ne of the watc hwords in 1987 T he th ermo meter bumped we ll above the 90 degree mark for the opening weekend and water was flowing from the bu b bl e rs in great q ua n tity St ill the O shk os h Co nven tion goers were not abo ut to let a li tt le thin g like weat her keep them from getting their sport aviashytion fix for the year

(Above) Steve Pitcairn taxies the PCA-2 Autogyro Miss Champion to the line for the 1986 AntiqueClassic Fly-By

(Right) A skill seldom seen anymore - oiling the rocker arms on Ken Hydes OX-5 prior to flight at the 1987 fly-in

4 AUGUST 1996

1987 was the year of celebration for the successful flight of the Voyager around the world - non-stop This amazshying feat by the Rutan brothers Jeanna Yeager and a host of supporting people was enough to stir even the most sedate aviator The long and fragile aircraft was trucked across the country with an imporshytant stop at EAA Oshksosh 87 where the celebration of victory was held among the throngs of people It was quite a moshyment in time Following the convention the Voyager was taken east to its evenshytual home in the Smithsonian

The award for the most noise at Oshkosh 87 was taken by a flight of 11 jump-jet Harriers that came in and made a hover landing in front of the crowd Seldom if ever have so many decibles been produced in one spot just for the crowd Awesome

Winner of the 1987 Antique Grand Champion Lindy was none other than Ken Hyde Warrenton VA with his beautifully restored 1918 Curtiss IN-4D Jenny which made the most quiet passes down the crowd line that people had ever heard The slow-turning OX-5 engine and large propeller was a beautiful reveshylation to the ears of the gathered crowd (This was a forerunner to the 1989 gathshyering of six Jennies)

The Reserve Grand Champion Lindy was taken home by veteran antiquer Marion Curly Havelaar of Rapid City SD with his 1931 Waco QCF biplane the factory prototype that carried an NX11241 registration number

On the Classic side of the ledger 1987 was the year of Clyde Smith Jr and his Piper PA-12 Super Cruiser that ran off with all the marbles in the Classic competishytion This Grand Champion Classic Lindy award winner cranked the competition level to new heights in restoration activity (Clyde Smith Jr has since become a recshyognized authority on Cub restorations throught the land) The 1987 Reserve Grand Champion Lindy was awarded to Angelo Fraboni of Monona WI for his beautiful all-metal Cessna 140A restorashytion of NI40AB

1987 was the year that a converted Piper Pacer taxied into the Antique Classhysic area for parking and the pilot exshyplained it was a 1956 model with a set of 1955 wings Wh en the question was reshyferred to Operation Bellringer for clarshyification as to year of manufacture vetshyeran Parking Chairman Art Morgan came forth over the radio with the classic reply Park the wings and send the fuselage up north And that folks is Oshkosh Hushymor in its purest form

1988 Antique Classic Gathering at Oshkosh

Perhaps the easiest item to remember about the 1988 gathering was the unreshy

(Above) Returning to their parking spot after the 1988 AntiqueClassic Fly-By are Ray Johnson in his Aeronca Chief and Fred Cohen in his Aeronca Sedan

(R ight) The Division s first logo which was deshysigned by Jack Cox featured the Wright Flyer and the EAA Circle logo The colors and shape were inshycorporated into the current logo

lenting heat that hit 100 degrees on nushymerous days The newly elected AC President Espie Butch Joyce comshymented on the fact that he saw people wearing shorts for the first time - and saw legs he had never seen before However in spite of the heat and dry conditions the crowds were better than ever and the number of showplanes in the antiqueclasshysic area totalled 132 antiques and 818 classics both new records

Retiring AC President Robert Dobshybie Licktieg was awarded a special plaque and gavel for outstanding service and dedication to the AntiqueClassic Dishyvision during his tenure

1988 will long be remembered for the continuous arrival of 163 Cessna 120140140A airplanes - arriving in trail formation - from Monticello Iowa This masterful piece of engineering began as a special 88 in 88 effort only to produce nearly twice that number of airplanes for the mass fly-in at Oshkosh 88 It was quite a sight to watch these pretty twoshyplacers arrive one after another for forty minutes And all without incident The fine people of Monticello lA will be forshyever remembered for their many kind deeds in helping the huge gathering of Cessnas complete their mass fly-in

The Antique Grand Champion Lindy was garnered by a superbly restored 1940 Piper J-3C-65 Cub flown to Oshkosh by its restorer Barbara Fidler Alva Florida and her co-pilot Marcia Sullivan These two lovely ladies wore yellow Cub Tshyshirts with the inscription on the back Two Fast Women in a Slow Cub Durshying the week at Oshkosh a gentleman

from Illinois gave Barbara an offer she couldnt refuse so the ladies delivered the pretty yellow Cub to Illinois after the convention and took an airliner home shycarefully cradling the precious Grand Championship trophy in their arms

Close behind the Grand Champion Antique was the Reserve Grand Chamshypion Stearman PT-17 which brought the Lindy home for Fred Nelson of Glen Elshylyn lL

Running off with the Classic Grand Champion Lindy was an immaculately reshystored 1949 Piper PA-16 Clipper that was flown to Oshkosh with the paint drying on the way by the fatherson team of James (Jim) Stanton Sr and Jr of Stroudsburg PA Their excellent workshymanship and attention to detail really caught the judges eye on this classic fourshyplacer

The Classic Reserve Grand Champion Lindy was taken home by Jack Shahan of Stone Mountain Georgia with his beaushytiful all-metal Cessna 140A all finished off in the factory optional cream and red paint scheme Complete with original metal wheel pants it was indeed a sharp looking airplane

As VINTAGE AIRPLANE editor Mark Phelps commented in the magashyzine The best evidence of this years Convention is that there was enough good news to compose an entire column without once mentioning the heat

1989 AntiqueClassic Convention

Few aviation people will ever forget the 1989 Convention due to the sheer size

VINTAGE AIRPLANE 5

(Above) This 1989 photo shows heavy traffic and numerous aircraft in front of the famous Red Barn home of the AnshytiqueClassic Division during the fly-in

(Below) Winner of the 1990 Grand Chamshypion Antique award was this immaculate 1943 Boeing Stearman PT-17 being flown by owner Fred Nelson of Glen Ellyn IL

of the Russian AN-124 jet that arrived in Oshkosh with two Sukhoi SU-26 aeroshybatic airplanes in its hold The sight of this huge airplane taxiing in front of the crowd with an American flag held high from the co-pilots window was a sure sign the Cold War was over

Perhaps the greatest surprise of all happened when the visiting Russians were taken on a tour of the local K-Mart store and Fleet Farm store Never in hisshytory have you seen such large eyes on grown men They had no idea such places existed and the expressions on their faces told it all

In the AntiqueClassic area history

was made as no less than six Curtiss IN-4 Jennies arrived from all over the country led by master craftsman Ken Hyde These large graceful biplanes made inshydelible impressions on the minds of the huge crowd as they quietly flew by their OX-5 engines making a soft purr as they slowly flew past Many in the audience had never heard the sound of an OX-5 e ngine - say nothing of several in close formation It was an unforgettable expeshyrience

With the judging committees working at a feverish pace to handle all the a irshyplanes the final result saw Bill Halvorson of Bloomington MN take the Antique Grand Champion Lindbergh trophy with his magnificient Beechcraft G 17S Stagshygerwing All finis hed up in a dark red paint scheme with red leather interior the Staggerwing showed mute evidenc~ of its 12-year dedicated restoration by Bill and his lovely wife Fran

The 1989 Antique Reserve Grand Champion Lindy was awarded to Fred

Nelson of Glen Ellyn IL for his outshystanding Boeing Stearman PT-17 finished off in pre-1943 Army Air Corps colors with stars and bars

On the Classic side the Grand Chamshypion Lindy was garnered by Charles Hoover of St Paul MN with his dedishycated restoration of an 85 hp Globe GCshylA Swift Polished top and bottom the brilliant shine of the aluminum skin was absolutely stunning in the sunlight and turned heads whenever it flew past Charles worked hard for a number of years to bring the pretty two-placer to championship caliber and earn the top award at Oshkosh

The Reserve Grand Champion Classic Lindy was earned by Clyde Baryton of Angleton TX for his beautifully restored Luscombe llA Sedan - a rare bird inshydeed

Pioneer Age Champion (Prior to 1918) was awarded to Chet Peek of Norman OK for his 1917 Curtiss IN-4D The run~ ner-up spot was taken by Wally Olson Vancouver WA with his 1917 Curtiss IN-4D and the Outstanding Award was awarded to Skeeter Carlson Spokane WA with his rare 1917 Curtiss IN-4 Canuck

In addition to the above Jennies Ray Folsom of California brought his movie star IN-4D flown by Bill Turner Kermit Weeks of Miami FL had his IN-4D at Oshkosh having purchased it from Dan Neuman while it was displayed in the EAA Museum and lastly Ken Hyde of Warrenton VA flew his 1987 Grand Champion Jenny to Oshkosh to partake in the special Convention program entishytled From Jennies to Jets

It was a program like none other and will be long remembered

1990 Anti~ueClassic Fly-In at Oshkosll

This was the year of the Concorde the Junkers JU-52 the Ford Trimotor the Stinson Trimotor the Lockheed COIstelshylation and the F-l17A Stealth fighter In addition the anniversary of the Battle of Britain was highlighted by Jaguar Motor Cars of England Featuring some of the finest convention weather in years the 1990 gathering was easy on both people and airplanes

The crew at the Red Barn was in tip top shape this year and the pl ace was busy with AntiqueClassic people coming and going The volunteers were once again doing a fabulous job at all their many tasks - usually without so much as a thank you - they just plain love their jobs

Through diligence and hard work Fred Nelson of Glen Ellyn IL finally e~rned the Grand Champion Antique LlI1dy trophy with his beautiful Boeing Stearman PT-17 finished in pre-1943 colshyors A previous award winner on several

6 AUGUST 1996

occasions Fred kept improving his airshyplane year after year In 1990 persisshytence finally paid off with the big well earned trophy The Reserve Grand Champion Antique Lindy was taken by Bud and Connie Dake of St Louis MO with their immaculate Monocoupe 90AL This true blue aviation couple has reshystored a number of antique airpl anes each one a winner by itself

Running off with the Grand Chamshypion Classic Lindbergh trophy was Tom Hull of Hollywood MD with his magnishyficient Cessna 195 all done up in original colors of off-white and deep red Featurshying orig inal wheelpants and spi nn er Toms big five-place Businessliner was detailed to the nth degree which caught the judges eye The R eserve Grand Champion Classic was garnered by Sam James and David Slovachek of Colgate WI with their bea utifull y restored Beechcraft C-35 Bonanza

The Budd Davisson designed and Jim Clevanger built replica Wedell-Williams racer No 44 gave the crowd a taste of pyshylon racing from the 1930s as it sped down the flightline sounding much like ripping canvas There was littl e doubt that the crowds really enjoyed it Look for more of these in the future

Two weeks after the convention this author discovered the pilot of the F-117 A Stealth fighter was Capt Scott Stimpert Scott grew up two blocks from my home in St James MN and I gave him his very first airplane ride when he was ten years old (Small world dept)

1991 AntiqueClassic Gathering at Oshkosh

Once again the weather Gods smi led on the AntiqueClassic crowds during the 1990 fly-in with cool temperatures and a small amount of rain on Sunday In addishytion to beautiful weather the turnout of peop le and airplanes was excellent with 150 Antiques a nd 705 Classics on th e showplane line

A major attraction for the 1991 conshyvention was a Salute to D ese rt Storm with many of the aircraft that were used in that conflict being displayed In addishytion many of the Desert Storm pilots and crew were in attendance including two POWs who had survived at the hands of the Iraqi guards For the second year in a row the sinister looking F-117A Stealth was in attendance flown by Wisconsin native Capt Rob Donaldson A huge B-52 bomber made a low pass down Runshyway 18 with everything hangi ng out - it stirred a lot of air

The busy crew at the R ed Barn had pretty airplanes and good people all over the place A record 855 antique and classhysic aircraft were regis tere d thi s yea r keeping the judges extremely busy

When all the shouting was over the

Antique Grand Champion Lindy was awarded to Harold and Bob Armstrong of R awlings MD who flew their rare OX-5 powered 1927 Pitcairn Fleetwing PA-4 biplane all the way to Oshkosh No strangers to winning ways the fatherson team of Armstrongs have had prev ious Grand Champs and Reserve Grand Champs Their PC-4 (the sole surshyvivor of its kind) bore evidence of master workmanship a nd extreme attention to detail To say that the OX-5 engine ran like a Swiss watch would be an understatement Their PC-4 was the first airplane in EAA history to score a perfect 100 points in antique ai rcraft judging

The R eserve Grand Champion Antique Lindy was ta ken home by Bob Lindley of Zellwood FL for his immaculate restoration of a 1936 Stinson SR-8E Gullwing This rare (one of four on the register) cabin class Stinson displayed some beautishyful restorat ion craftsmanship on beshyhalf of its rebuilder

Moving up the Classic ladder from the previous year Reserve Champion award was the twosome of D avid Slovache k and Sam James of Colgate WI taking home the Classic Grand Champion Lindy with their constantly improv ed Beechcraft C-35 Bon anza This time their several years of hard work finally paid off as they took hom e the heavy hardware in their bright yellow and blue Bona nza The Rese rve Grand Chamshypion Classic Lindy was awarded to Jack Shahan of Stone Mountasin GA for his immaculate Cessna 140A Jack has conshysistently won an awa rd every year with this little two-place jewel of an airplane

In just a short time a new Contemposhyrary Class was be added to the AntiqueClassic Division that included the years of manufacture - 1956 to 1960 This new class will make the fly-ins even more exciting and expand the horizons of AntiqueClassic pilots and restorers

1992 Anti~ueClassic Fly-In at Oshkosti

Veteran EAA convention goers will long remember the 1992 fly-in for its near perfect cool clea r weather that alm ost had people del e ri o us Sure the big Auss ie 747 came in with nearly 400 on board a nd sure two audacious flyers from South Africa named Chalkie Stoshybbart and Pete r He ngst fl ew a Warnershypowered Fairchild 24 all the way fro m South Africa to Oshkosh and sure a speshycial salute to the WW II fighter pilots was enjoyed by all however the supreme joy of cool clear perfect weather for the convention was the bes t med icine ever It was scrumptious

The 1992 Antique Grand Champion

Running away with the 1991 Antique Grand Champion trophy were Harold and Bob Armstrong of Rawlings MD whose 1927 Pitcairn PA-4 powered with an OX-5 engine scored the first ever 100 points (perfect) in judging at Oshkosh

Lindy was awarded to Jim Porter of Hinsdal e IL for his stunning 1943 Beechcraft D17S Staggerwing that was in a class by itself Restored in the shop of Bern Doc Yocke of Sandwich IL the beautifully finished speedster was done up in an off white paint scheme with the factory trim in a deep red Right behind the Grand Champion was the R eserve Grand Champion Antique Lindy th at was garnered by longtime EAA me mshyber Steve Pitcairn of Bryn Athyn PA who flew in with his 1930 Pitcairn PA-7 Mailwing The big Wright-engined bishyplane was finished in U S Mail live ry with yellow wings and tail with a black fuselage The superb workmanship of Steve and his crew was evident throughshyout the restoration

Over on the Classic side the Grand Champion Classic Lindy was taken home by a happy Densel Willi ams of Jackson MI with his immaculate Aeronca llCC Super Chief that was restored by Densel and a huge bunch of Chapter 304 memshybers in Jackson MI The results of their cumlative efforts were outstanding and th e tru e gri t a nd deter min ation in shyvo lved in the re storation is a fantastic story in itse lf This is what winners are made of

The Reserve Grand Champion Classic was awarded to D e lton Perry of Lawre nceburg TN for his outstanding Piper PA-22 Tri-Pacer that was restored to original condition by D elton and Joe Fleeman Flown to Oshkosh 92 by Joe

VINTAGE AIRPLANE 7

Fleeman the restoration was primarily a mechanical job by Perry and a covering job by Fleeman that resulted in a beautishyful piece of restoration work that ran off with the Reserve Grand Champ marbles

For the very firs t time Contemporary Class airp lanes (1956 to 1960) were parked on the AntiqueClassic gro unds and the mechanisms fo r judging them in 1993 were established Need less the say the owners of these beautiful airp lanes were quite excited to see the new class being established and they were anx ious to enter competition

1993 AntiqueClassic Contemporary Fly-In at Oshkosh

If th e past conven tions fea tured good weather 1993 wou ld go down in hi story as the year of the big water For months prior to the big gathering the rains came - and came - and came With floods a ll over the midwest the EAA grounds beshycame completely saturated and with only two weeks to go before conven tion conshysid eration was given to supply each campe r with his own water bed As if some devine providence stepped in the rains ceased just in the nick of time and the grou nds dried up to where airplanes could st ill be parked The balance of the convention weather was fi ne except for a sharp s torm that blew through th e

8 AUGUST 1996

(Above) A happy threesome consistshying of David Siovachek Brian Sloshyvachek and Sam James savor the Grand Champion Classic trophy for 1991 which they were awarded for the beautiful Beechcraft C-35 Boshynanza which they restored

(Left) The EAA Chapter 304 gang who helped Densel Williams (extreme left back row) restore Densels 1947 Aeronca 11 CC Super Chief to the point where it absconded with the 1992 Grand Champion Classic trophy Check out their Aeronca shirts

gro unds on Tuesday damaging seve ral airplanes (Note Tiedowns are only as strong as their anchors)

On the flying fro nt the big news fo r 93 was Kermit Weeks 4-engined Short Sunderland flying boat that he flew in from England to Oshkosh la nding in Lake Winnebago The graceful fly-bys of the huge flyin g boat each day of the conshyvention were observed by everyone - the so und of the four PampW 1830 engi nes makin g beautiful music as Kermit brought the big flying boat down the showline

The to p award in t he Anti que cl ass was taken home by Jack Steen of Ada MI with his immaculate 1931 Driggs Skyshylark biplane powered with the original American Cirrus Hi-Drive engine The near unbeli evable quality of the restorashytion which was begun years ago by his fashyther Les Steen was duly noted by the judges and in the fine hairs that are someshytimes the determining facto r the Driggs Skylark came out on top with the Grand Champion Lindy award

T he 1993 Rese rve Grand Champion Lindy was taken by a 1933 DeHavilland DH-83 Fox Moth brought to Oshkosh by Roger Fiennes of London England This sup erb restoration was do ne in New Zealand and the a irplane was on its way to London Of royal lineage the exquisshyite Fox Moth featured a beautiful cabin

for three and the most immaculate alushyminum whee Ipants that had been handshymade by a real craftsman

The Grand Champion Classic Lindshybergh Trophy was awarded to Vern Flacksbarth and Durbe r Allen of Minshynea polis MN for their remark ab le restoration of a single-place Mooney Mshy18C Mite - the very first time in hi story such a plane has been so honored The on ly problem being th at both winners cannot fly in the airplane at th e same time

The Reserve Grand Champion Classic Lindy was taken by George Willford of Waterville OH with his very authent ic Piper PA-12 Super Cruiser Restored over a period of time by George and his father the PA-12 showed super attention to detail and lot s of dedicated e lbow grease

In the new Contemorary Class th e Grand Champion Lindy was garnered by Jerry Ross of Weatherford OK with his beauti ful 1959 Piper PA-24 Commanche powered with a Lycoming 0-360 of 180 hp T he original paint scheme on this reshytractable was a thing to behold and scored well with the judges The Reserve Grand Champion Contemporary Lind y was taken home by Arthur Bastian of Newshyton NJ with his nicely restored 1956 Cessna 310 (straight tail) fi nished off in an original paint scheme of white turquoise and black trim

Perhaps one more unforgettable item from 1993 was the appearance of Ralph Rosanik s magnificent replica Curtiss Hawk P-6E which although it had not flown just the sound of the V-12 Curtiss Conqueror e ngine as it taxied by on its way to the display ramp was an immense thrill in itself This 30-year effort by a very determined builder is presently on display in the EAAs Eagle Hangar for all to see

1994 AntiqueClassic Contemporary Fly-In

The return of the supersonic Conshycord e marked the 1994 fly-in with the customary loud noises as it blasted off on a local trip with a cabin fu ll of passenshygers In addition 1994 was noted for the Salute to Appollo which proved to be a very popular program the astronauts themselves being very comfortable on the stage among fellow aviation people

If blue is your favorite color you would have liked the choice for the Anshytique Grand Champion Lindy as Tom Baker J r of Effingham IL ran off with all the marb les with his blue and si lver 1941 Taylorcraft BL-65 A brilliant piece of restoration the Taylorcraft complete with round contro l wheels and la rge tachometer was fin ished down to the last nut and bolt by this young restorer In shydeed Tom comes by his aviat ion interest

honestly as his father Tom Baker Sr is a long time rebuilder and restorer who taught his son well

The Reserve Grand Champion Lindy was taken by Gerald Hanson of Las Veshygas NV with his spectacular 1942 Beechcraft G-17S Staggerwing which was finished off in a bright yellow paint scheme with dark blue trim To say that this cabin class airplane which used to be flown by Walter Beech himself was a real jewel among some really fine airshyplanes would be an understatement It was outstanding

In the Classic arena the Grand Chamshypion Lindy was well earned by Roy Foxshyworthy of Columbus IN with his magnifshyicently restored Johnson Rocket 185 This rare airplane one of only four or five remaining was totally restored over a period of dedicated effort to where it outscored all Classics at the convention The amazing history behind this airplane is just as fascinating as the airplane itself

The Reserve Grand Champion Classic Lindy was awarded to John Preiss of Gershymantown WI for his outstanding Cessna 195 all polished to the nth degree The restoration work on this beautiful fiveshyplace airplane was something to behold

For the second year of the Contemposhyrary Class the Grand Champion Lindy was garnered by Lee Maples of Belle MO for his outstanding 1960 twin Beechcraft G18S which was flown to Oshkosh on a whim just to see what wou ld happen Lee was quite surprised to learn he had won the Grand Champion Lindy

The Reserve Grand Champion Conshytemporary Lindy was taken home by Gary Granfors of Webster MN with his remarkably restored 1960 Cessna 172 that is actually owned with several other pishylots Together they have done an exce lshylent job of bringing the 172 back to origishynal condition

For the first time in history a Grand Champion Seaplane Lindy was awarded to Buzz Kaplan of Owatonna MN for his superbly restored 1929 Curtiss Robin mounted on a set of Edo 2665 floats This was the oldest seaplane to ever visit the BrennandVette Seaplane base since EAA moved to Oshkosh in 1970

1995 AntiquelClassicl Contemporary Fly-In at Oshkosh

Very few people who were in attenshydance at the 95 convention will ever forshyget the huge Tribute to Valor fly-overs of WW II aircraft On Saturday and Sunshyday there were over 200 aircraft in the air at one time with some f1y-bys being conducted at five different levels at one time Many remarked they had never seen the huge crowd as quiet as they were when the hundreds of aircraft were going by It was a most impressive two days

Attendance at the AntiqueClassic area was higher than ever with some 900 aircraft registered and aficianadoes all over the place It was the year of the Waco as 44 of the beautiful biplanes lined up courtesy of a big push by the Amerishycan Waco Club In addition the Beech Bonanza folks brought in 132 V-tails and straight tails - all in a continual line from Rockford IL

For the first time ever a BUcker Jungshymeister garnered the Antique Grand Champion Lindy award for its owner E T Woody Woodward of Franklin TN Immacu lately restored by Joe Fleeman the winning Jungmeister was the first one off the production line in Switzerland in 1937 and featured the original Swiss paint scheme in yellow with red bands white crosses and black trim

The Reserve Grand Champion Anshytique was taken home by Alan Buchner of Fresno CA with his beautiful 1932 Waco QDC cabin biplane The superb restoration of this ga llant veteran of the

(Above) A really rare treat at the 1992 Fly-In was this Fairchild 24W that was flown all the way to Oshkosh from South Africa by Chalkie Stobbart and Peter Hengst

(Below) Who could ever forget the magshynificient Curtiss Hawk P-6E that was replicated over a thirty year period by Ralph Rosanik of Omaha NE and was brought to the 1993 convention

1930s was extremely well done right down to the polished cowling

Working their way upward from sevshyeral earlier awards were Gene and Carol Engelskirger of Hinckley OH whose toshytally restored 1954Cessna 170B earned them the Classic Grand Champion Lindy at the 95 convention It was the steady improvement in the overall airplane conshydition and detailing that ca ught the judge s eye to score enough points to win the big one

Continued on page 37

VINTAGE AIRPLANE 9

MajororMemorexreg by Roy Redman Ale 6600

Sometimes You Need to Question Your judgement

Several years ago a cassette tape company ran a national TV campaign The focus of these ads was that you couldn t tell if you were listening to the real thing or to a recorded version They showed a clip of a concert hall pershyformer and then alluded to the fact that the sound you were hearing was really coming from a Memorex cassette The caption was Is it live or is it Memoshyrex

The engine overhaul is something that most airplane owners understand or at least think they understand When its time for an overhaul you unbolt the enshygine send it away send gobs of cash and get back an overhauled engine and a bunch of writing in the logbook Sounds simple enough but is it really What do you get for your outlay of $10000 to $15000 or more More to the point what should you get Do you get a Mashyjor or do you get Memorex

The mechanical portion of an overshyhaul is certainly a primary consideration and could fill volumes of printed matter What we are going to investigate here however is the paperwork side-the leshygality and the words What is required What do the words mean Who is reshysponsible And just what is an overhaul by regulations and what is not

An examination of what the FARs say about overhauls will get us started and serve as a framework for discussion We find most of the pertinent informashytion in FAR Part 43 entitled Mainteshynance Preventive Maintenance Reshybuilding and Alteration There are also Advisory Circulars on the subject idenshytified by the prefix AC These are considered acceptable data and are given the same credence by the FAA as regulation if applicable A prime examshyple is AC 4313-1A and 2A Note that the first number following the letters AC refer to the subject part of the

1 0 AUGUST 1996

FAR hence Advisory Circu lar AC 4313 obviously covers maintenance

AC 43-11 entitled Reciprocating Enshygine Overhaul Terminology and Stanshydards is an important reference We should note here that this AC comments on some Part 91 references in addition to the maintenance issues Part 91 is entishytled General Operating and Flight Rules With regard to maintenance this part outlines owneroperator responsibilities Keep in mind as we progress that the reshysponsibility for the records entries and record keeping is shared by the owneroperator as well as the person or agency performing the work

The FARs go to great pains to define major and minor repairs FAR 43 Appendix A covers nearly every repair or alteration you can think of but does not address the common use of the word major in an overhaul It refers to splitshyting the case or cra nkshaft of a supershycharged engine a geared (other than spur type) engine or special repairs such as welding plating or metalizing In this context the inclusion of any of these opshyerations in an overhaul requires a form 337 since they constitute major repairs

The common use of the word major with the word overhaul is addressed only in AC 43-11 paragraph 5b (1) and (2) This paragraph calls the words mashyjor and top an identification of the degree of work done on the engine The defining paragraphs (1) and (2) say what most of us know-that a major identishyfies complete disassembly and top identifies work outside the crankcase only The word major therefore has nothing to do with the standards of the work It only identifies what parts were disassembled And most important it does not define whether or not the enshygine was overhauled The word we reshyally need to understand is overhaul

The FARs devote considerable vershy

biage to the word overhaul They also address other terms such as rebuilt and remanufacture but first we should study just what an overhaul is by regushylation Lets look at the FAR 432 words in detail

Paragraph 432 Records of overhaul and rebuilding (a) No person may deshyscribe in any required maintenance entry or form an aircraft airframe aircraft enshygine propeller appliance or component part as being overhauled unless (1) Usshying methods techniques and practices acceptab le to the Administrator it has been disassembled cleaned inspected repaired as necessary and reassembled and (2) It has been tested in accordance with approved standards and technical data or in accordance with current stanshydards and technical data approved by the Administrator which have been develshyoped and documented by the holder of the type certificate supplemental type certificate or a material part process or app li ance approval under paragraph 21305 of this chapter (b) No person may describe in any required mainteshynance entry or form an aircraft airframe aircraft engine propeller appliance or component part as being rebuilt unless it

The engine overhaul is something that

most airplane owners understand or at

least think they understand When its

time for an overhaul you unbolt the

engine send it away send gobs of cash

and get back an overhauled engine

and a bunch of writing in the logbook

Sounds simple enough but is it really

has been disassembled cleaned inshyspected repaired as necessary reassemshybled and tested to the same tolerances and limits as a new item using either new parts or used parts that either conshyform to new part tolerances and limits or to approved oversized or undersized dimensions (Note Underlining is ours for emphasis)

What this tells us is that it isnt an overhaul unless it is tested and the stanshydard for this is the manufacturers overshyhaul manual (approved standards and technical data) or in accordance withshytechnical data that is approved by the Administrator Paragraph (b) goes on to define rebuilt as meaning the use of new standards and again testing is menshytioned as a requirement (It is probably appropriate to mention since we just read the FAR that there isnt much difshyference between overhauled and reshybuilt You can see that an overhaul to new limits could be the same as a reshybuild)

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

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Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

1987 was the year of celebration for the successful flight of the Voyager around the world - non-stop This amazshying feat by the Rutan brothers Jeanna Yeager and a host of supporting people was enough to stir even the most sedate aviator The long and fragile aircraft was trucked across the country with an imporshytant stop at EAA Oshksosh 87 where the celebration of victory was held among the throngs of people It was quite a moshyment in time Following the convention the Voyager was taken east to its evenshytual home in the Smithsonian

The award for the most noise at Oshkosh 87 was taken by a flight of 11 jump-jet Harriers that came in and made a hover landing in front of the crowd Seldom if ever have so many decibles been produced in one spot just for the crowd Awesome

Winner of the 1987 Antique Grand Champion Lindy was none other than Ken Hyde Warrenton VA with his beautifully restored 1918 Curtiss IN-4D Jenny which made the most quiet passes down the crowd line that people had ever heard The slow-turning OX-5 engine and large propeller was a beautiful reveshylation to the ears of the gathered crowd (This was a forerunner to the 1989 gathshyering of six Jennies)

The Reserve Grand Champion Lindy was taken home by veteran antiquer Marion Curly Havelaar of Rapid City SD with his 1931 Waco QCF biplane the factory prototype that carried an NX11241 registration number

On the Classic side of the ledger 1987 was the year of Clyde Smith Jr and his Piper PA-12 Super Cruiser that ran off with all the marbles in the Classic competishytion This Grand Champion Classic Lindy award winner cranked the competition level to new heights in restoration activity (Clyde Smith Jr has since become a recshyognized authority on Cub restorations throught the land) The 1987 Reserve Grand Champion Lindy was awarded to Angelo Fraboni of Monona WI for his beautiful all-metal Cessna 140A restorashytion of NI40AB

1987 was the year that a converted Piper Pacer taxied into the Antique Classhysic area for parking and the pilot exshyplained it was a 1956 model with a set of 1955 wings Wh en the question was reshyferred to Operation Bellringer for clarshyification as to year of manufacture vetshyeran Parking Chairman Art Morgan came forth over the radio with the classic reply Park the wings and send the fuselage up north And that folks is Oshkosh Hushymor in its purest form

1988 Antique Classic Gathering at Oshkosh

Perhaps the easiest item to remember about the 1988 gathering was the unreshy

(Above) Returning to their parking spot after the 1988 AntiqueClassic Fly-By are Ray Johnson in his Aeronca Chief and Fred Cohen in his Aeronca Sedan

(R ight) The Division s first logo which was deshysigned by Jack Cox featured the Wright Flyer and the EAA Circle logo The colors and shape were inshycorporated into the current logo

lenting heat that hit 100 degrees on nushymerous days The newly elected AC President Espie Butch Joyce comshymented on the fact that he saw people wearing shorts for the first time - and saw legs he had never seen before However in spite of the heat and dry conditions the crowds were better than ever and the number of showplanes in the antiqueclasshysic area totalled 132 antiques and 818 classics both new records

Retiring AC President Robert Dobshybie Licktieg was awarded a special plaque and gavel for outstanding service and dedication to the AntiqueClassic Dishyvision during his tenure

1988 will long be remembered for the continuous arrival of 163 Cessna 120140140A airplanes - arriving in trail formation - from Monticello Iowa This masterful piece of engineering began as a special 88 in 88 effort only to produce nearly twice that number of airplanes for the mass fly-in at Oshkosh 88 It was quite a sight to watch these pretty twoshyplacers arrive one after another for forty minutes And all without incident The fine people of Monticello lA will be forshyever remembered for their many kind deeds in helping the huge gathering of Cessnas complete their mass fly-in

The Antique Grand Champion Lindy was garnered by a superbly restored 1940 Piper J-3C-65 Cub flown to Oshkosh by its restorer Barbara Fidler Alva Florida and her co-pilot Marcia Sullivan These two lovely ladies wore yellow Cub Tshyshirts with the inscription on the back Two Fast Women in a Slow Cub Durshying the week at Oshkosh a gentleman

from Illinois gave Barbara an offer she couldnt refuse so the ladies delivered the pretty yellow Cub to Illinois after the convention and took an airliner home shycarefully cradling the precious Grand Championship trophy in their arms

Close behind the Grand Champion Antique was the Reserve Grand Chamshypion Stearman PT-17 which brought the Lindy home for Fred Nelson of Glen Elshylyn lL

Running off with the Classic Grand Champion Lindy was an immaculately reshystored 1949 Piper PA-16 Clipper that was flown to Oshkosh with the paint drying on the way by the fatherson team of James (Jim) Stanton Sr and Jr of Stroudsburg PA Their excellent workshymanship and attention to detail really caught the judges eye on this classic fourshyplacer

The Classic Reserve Grand Champion Lindy was taken home by Jack Shahan of Stone Mountain Georgia with his beaushytiful all-metal Cessna 140A all finished off in the factory optional cream and red paint scheme Complete with original metal wheel pants it was indeed a sharp looking airplane

As VINTAGE AIRPLANE editor Mark Phelps commented in the magashyzine The best evidence of this years Convention is that there was enough good news to compose an entire column without once mentioning the heat

1989 AntiqueClassic Convention

Few aviation people will ever forget the 1989 Convention due to the sheer size

VINTAGE AIRPLANE 5

(Above) This 1989 photo shows heavy traffic and numerous aircraft in front of the famous Red Barn home of the AnshytiqueClassic Division during the fly-in

(Below) Winner of the 1990 Grand Chamshypion Antique award was this immaculate 1943 Boeing Stearman PT-17 being flown by owner Fred Nelson of Glen Ellyn IL

of the Russian AN-124 jet that arrived in Oshkosh with two Sukhoi SU-26 aeroshybatic airplanes in its hold The sight of this huge airplane taxiing in front of the crowd with an American flag held high from the co-pilots window was a sure sign the Cold War was over

Perhaps the greatest surprise of all happened when the visiting Russians were taken on a tour of the local K-Mart store and Fleet Farm store Never in hisshytory have you seen such large eyes on grown men They had no idea such places existed and the expressions on their faces told it all

In the AntiqueClassic area history

was made as no less than six Curtiss IN-4 Jennies arrived from all over the country led by master craftsman Ken Hyde These large graceful biplanes made inshydelible impressions on the minds of the huge crowd as they quietly flew by their OX-5 engines making a soft purr as they slowly flew past Many in the audience had never heard the sound of an OX-5 e ngine - say nothing of several in close formation It was an unforgettable expeshyrience

With the judging committees working at a feverish pace to handle all the a irshyplanes the final result saw Bill Halvorson of Bloomington MN take the Antique Grand Champion Lindbergh trophy with his magnificient Beechcraft G 17S Stagshygerwing All finis hed up in a dark red paint scheme with red leather interior the Staggerwing showed mute evidenc~ of its 12-year dedicated restoration by Bill and his lovely wife Fran

The 1989 Antique Reserve Grand Champion Lindy was awarded to Fred

Nelson of Glen Ellyn IL for his outshystanding Boeing Stearman PT-17 finished off in pre-1943 Army Air Corps colors with stars and bars

On the Classic side the Grand Chamshypion Lindy was garnered by Charles Hoover of St Paul MN with his dedishycated restoration of an 85 hp Globe GCshylA Swift Polished top and bottom the brilliant shine of the aluminum skin was absolutely stunning in the sunlight and turned heads whenever it flew past Charles worked hard for a number of years to bring the pretty two-placer to championship caliber and earn the top award at Oshkosh

The Reserve Grand Champion Classic Lindy was earned by Clyde Baryton of Angleton TX for his beautifully restored Luscombe llA Sedan - a rare bird inshydeed

Pioneer Age Champion (Prior to 1918) was awarded to Chet Peek of Norman OK for his 1917 Curtiss IN-4D The run~ ner-up spot was taken by Wally Olson Vancouver WA with his 1917 Curtiss IN-4D and the Outstanding Award was awarded to Skeeter Carlson Spokane WA with his rare 1917 Curtiss IN-4 Canuck

In addition to the above Jennies Ray Folsom of California brought his movie star IN-4D flown by Bill Turner Kermit Weeks of Miami FL had his IN-4D at Oshkosh having purchased it from Dan Neuman while it was displayed in the EAA Museum and lastly Ken Hyde of Warrenton VA flew his 1987 Grand Champion Jenny to Oshkosh to partake in the special Convention program entishytled From Jennies to Jets

It was a program like none other and will be long remembered

1990 Anti~ueClassic Fly-In at Oshkosll

This was the year of the Concorde the Junkers JU-52 the Ford Trimotor the Stinson Trimotor the Lockheed COIstelshylation and the F-l17A Stealth fighter In addition the anniversary of the Battle of Britain was highlighted by Jaguar Motor Cars of England Featuring some of the finest convention weather in years the 1990 gathering was easy on both people and airplanes

The crew at the Red Barn was in tip top shape this year and the pl ace was busy with AntiqueClassic people coming and going The volunteers were once again doing a fabulous job at all their many tasks - usually without so much as a thank you - they just plain love their jobs

Through diligence and hard work Fred Nelson of Glen Ellyn IL finally e~rned the Grand Champion Antique LlI1dy trophy with his beautiful Boeing Stearman PT-17 finished in pre-1943 colshyors A previous award winner on several

6 AUGUST 1996

occasions Fred kept improving his airshyplane year after year In 1990 persisshytence finally paid off with the big well earned trophy The Reserve Grand Champion Antique Lindy was taken by Bud and Connie Dake of St Louis MO with their immaculate Monocoupe 90AL This true blue aviation couple has reshystored a number of antique airpl anes each one a winner by itself

Running off with the Grand Chamshypion Classic Lindbergh trophy was Tom Hull of Hollywood MD with his magnishyficient Cessna 195 all done up in original colors of off-white and deep red Featurshying orig inal wheelpants and spi nn er Toms big five-place Businessliner was detailed to the nth degree which caught the judges eye The R eserve Grand Champion Classic was garnered by Sam James and David Slovachek of Colgate WI with their bea utifull y restored Beechcraft C-35 Bonanza

The Budd Davisson designed and Jim Clevanger built replica Wedell-Williams racer No 44 gave the crowd a taste of pyshylon racing from the 1930s as it sped down the flightline sounding much like ripping canvas There was littl e doubt that the crowds really enjoyed it Look for more of these in the future

Two weeks after the convention this author discovered the pilot of the F-117 A Stealth fighter was Capt Scott Stimpert Scott grew up two blocks from my home in St James MN and I gave him his very first airplane ride when he was ten years old (Small world dept)

1991 AntiqueClassic Gathering at Oshkosh

Once again the weather Gods smi led on the AntiqueClassic crowds during the 1990 fly-in with cool temperatures and a small amount of rain on Sunday In addishytion to beautiful weather the turnout of peop le and airplanes was excellent with 150 Antiques a nd 705 Classics on th e showplane line

A major attraction for the 1991 conshyvention was a Salute to D ese rt Storm with many of the aircraft that were used in that conflict being displayed In addishytion many of the Desert Storm pilots and crew were in attendance including two POWs who had survived at the hands of the Iraqi guards For the second year in a row the sinister looking F-117A Stealth was in attendance flown by Wisconsin native Capt Rob Donaldson A huge B-52 bomber made a low pass down Runshyway 18 with everything hangi ng out - it stirred a lot of air

The busy crew at the R ed Barn had pretty airplanes and good people all over the place A record 855 antique and classhysic aircraft were regis tere d thi s yea r keeping the judges extremely busy

When all the shouting was over the

Antique Grand Champion Lindy was awarded to Harold and Bob Armstrong of R awlings MD who flew their rare OX-5 powered 1927 Pitcairn Fleetwing PA-4 biplane all the way to Oshkosh No strangers to winning ways the fatherson team of Armstrongs have had prev ious Grand Champs and Reserve Grand Champs Their PC-4 (the sole surshyvivor of its kind) bore evidence of master workmanship a nd extreme attention to detail To say that the OX-5 engine ran like a Swiss watch would be an understatement Their PC-4 was the first airplane in EAA history to score a perfect 100 points in antique ai rcraft judging

The R eserve Grand Champion Antique Lindy was ta ken home by Bob Lindley of Zellwood FL for his immaculate restoration of a 1936 Stinson SR-8E Gullwing This rare (one of four on the register) cabin class Stinson displayed some beautishyful restorat ion craftsmanship on beshyhalf of its rebuilder

Moving up the Classic ladder from the previous year Reserve Champion award was the twosome of D avid Slovache k and Sam James of Colgate WI taking home the Classic Grand Champion Lindy with their constantly improv ed Beechcraft C-35 Bon anza This time their several years of hard work finally paid off as they took hom e the heavy hardware in their bright yellow and blue Bona nza The Rese rve Grand Chamshypion Classic Lindy was awarded to Jack Shahan of Stone Mountasin GA for his immaculate Cessna 140A Jack has conshysistently won an awa rd every year with this little two-place jewel of an airplane

In just a short time a new Contemposhyrary Class was be added to the AntiqueClassic Division that included the years of manufacture - 1956 to 1960 This new class will make the fly-ins even more exciting and expand the horizons of AntiqueClassic pilots and restorers

1992 Anti~ueClassic Fly-In at Oshkosti

Veteran EAA convention goers will long remember the 1992 fly-in for its near perfect cool clea r weather that alm ost had people del e ri o us Sure the big Auss ie 747 came in with nearly 400 on board a nd sure two audacious flyers from South Africa named Chalkie Stoshybbart and Pete r He ngst fl ew a Warnershypowered Fairchild 24 all the way fro m South Africa to Oshkosh and sure a speshycial salute to the WW II fighter pilots was enjoyed by all however the supreme joy of cool clear perfect weather for the convention was the bes t med icine ever It was scrumptious

The 1992 Antique Grand Champion

Running away with the 1991 Antique Grand Champion trophy were Harold and Bob Armstrong of Rawlings MD whose 1927 Pitcairn PA-4 powered with an OX-5 engine scored the first ever 100 points (perfect) in judging at Oshkosh

Lindy was awarded to Jim Porter of Hinsdal e IL for his stunning 1943 Beechcraft D17S Staggerwing that was in a class by itself Restored in the shop of Bern Doc Yocke of Sandwich IL the beautifully finished speedster was done up in an off white paint scheme with the factory trim in a deep red Right behind the Grand Champion was the R eserve Grand Champion Antique Lindy th at was garnered by longtime EAA me mshyber Steve Pitcairn of Bryn Athyn PA who flew in with his 1930 Pitcairn PA-7 Mailwing The big Wright-engined bishyplane was finished in U S Mail live ry with yellow wings and tail with a black fuselage The superb workmanship of Steve and his crew was evident throughshyout the restoration

Over on the Classic side the Grand Champion Classic Lindy was taken home by a happy Densel Willi ams of Jackson MI with his immaculate Aeronca llCC Super Chief that was restored by Densel and a huge bunch of Chapter 304 memshybers in Jackson MI The results of their cumlative efforts were outstanding and th e tru e gri t a nd deter min ation in shyvo lved in the re storation is a fantastic story in itse lf This is what winners are made of

The Reserve Grand Champion Classic was awarded to D e lton Perry of Lawre nceburg TN for his outstanding Piper PA-22 Tri-Pacer that was restored to original condition by D elton and Joe Fleeman Flown to Oshkosh 92 by Joe

VINTAGE AIRPLANE 7

Fleeman the restoration was primarily a mechanical job by Perry and a covering job by Fleeman that resulted in a beautishyful piece of restoration work that ran off with the Reserve Grand Champ marbles

For the very firs t time Contemporary Class airp lanes (1956 to 1960) were parked on the AntiqueClassic gro unds and the mechanisms fo r judging them in 1993 were established Need less the say the owners of these beautiful airp lanes were quite excited to see the new class being established and they were anx ious to enter competition

1993 AntiqueClassic Contemporary Fly-In at Oshkosh

If th e past conven tions fea tured good weather 1993 wou ld go down in hi story as the year of the big water For months prior to the big gathering the rains came - and came - and came With floods a ll over the midwest the EAA grounds beshycame completely saturated and with only two weeks to go before conven tion conshysid eration was given to supply each campe r with his own water bed As if some devine providence stepped in the rains ceased just in the nick of time and the grou nds dried up to where airplanes could st ill be parked The balance of the convention weather was fi ne except for a sharp s torm that blew through th e

8 AUGUST 1996

(Above) A happy threesome consistshying of David Siovachek Brian Sloshyvachek and Sam James savor the Grand Champion Classic trophy for 1991 which they were awarded for the beautiful Beechcraft C-35 Boshynanza which they restored

(Left) The EAA Chapter 304 gang who helped Densel Williams (extreme left back row) restore Densels 1947 Aeronca 11 CC Super Chief to the point where it absconded with the 1992 Grand Champion Classic trophy Check out their Aeronca shirts

gro unds on Tuesday damaging seve ral airplanes (Note Tiedowns are only as strong as their anchors)

On the flying fro nt the big news fo r 93 was Kermit Weeks 4-engined Short Sunderland flying boat that he flew in from England to Oshkosh la nding in Lake Winnebago The graceful fly-bys of the huge flyin g boat each day of the conshyvention were observed by everyone - the so und of the four PampW 1830 engi nes makin g beautiful music as Kermit brought the big flying boat down the showline

The to p award in t he Anti que cl ass was taken home by Jack Steen of Ada MI with his immaculate 1931 Driggs Skyshylark biplane powered with the original American Cirrus Hi-Drive engine The near unbeli evable quality of the restorashytion which was begun years ago by his fashyther Les Steen was duly noted by the judges and in the fine hairs that are someshytimes the determining facto r the Driggs Skylark came out on top with the Grand Champion Lindy award

T he 1993 Rese rve Grand Champion Lindy was taken by a 1933 DeHavilland DH-83 Fox Moth brought to Oshkosh by Roger Fiennes of London England This sup erb restoration was do ne in New Zealand and the a irplane was on its way to London Of royal lineage the exquisshyite Fox Moth featured a beautiful cabin

for three and the most immaculate alushyminum whee Ipants that had been handshymade by a real craftsman

The Grand Champion Classic Lindshybergh Trophy was awarded to Vern Flacksbarth and Durbe r Allen of Minshynea polis MN for their remark ab le restoration of a single-place Mooney Mshy18C Mite - the very first time in hi story such a plane has been so honored The on ly problem being th at both winners cannot fly in the airplane at th e same time

The Reserve Grand Champion Classic Lindy was taken by George Willford of Waterville OH with his very authent ic Piper PA-12 Super Cruiser Restored over a period of time by George and his father the PA-12 showed super attention to detail and lot s of dedicated e lbow grease

In the new Contemorary Class th e Grand Champion Lindy was garnered by Jerry Ross of Weatherford OK with his beauti ful 1959 Piper PA-24 Commanche powered with a Lycoming 0-360 of 180 hp T he original paint scheme on this reshytractable was a thing to behold and scored well with the judges The Reserve Grand Champion Contemporary Lind y was taken home by Arthur Bastian of Newshyton NJ with his nicely restored 1956 Cessna 310 (straight tail) fi nished off in an original paint scheme of white turquoise and black trim

Perhaps one more unforgettable item from 1993 was the appearance of Ralph Rosanik s magnificent replica Curtiss Hawk P-6E which although it had not flown just the sound of the V-12 Curtiss Conqueror e ngine as it taxied by on its way to the display ramp was an immense thrill in itself This 30-year effort by a very determined builder is presently on display in the EAAs Eagle Hangar for all to see

1994 AntiqueClassic Contemporary Fly-In

The return of the supersonic Conshycord e marked the 1994 fly-in with the customary loud noises as it blasted off on a local trip with a cabin fu ll of passenshygers In addition 1994 was noted for the Salute to Appollo which proved to be a very popular program the astronauts themselves being very comfortable on the stage among fellow aviation people

If blue is your favorite color you would have liked the choice for the Anshytique Grand Champion Lindy as Tom Baker J r of Effingham IL ran off with all the marb les with his blue and si lver 1941 Taylorcraft BL-65 A brilliant piece of restoration the Taylorcraft complete with round contro l wheels and la rge tachometer was fin ished down to the last nut and bolt by this young restorer In shydeed Tom comes by his aviat ion interest

honestly as his father Tom Baker Sr is a long time rebuilder and restorer who taught his son well

The Reserve Grand Champion Lindy was taken by Gerald Hanson of Las Veshygas NV with his spectacular 1942 Beechcraft G-17S Staggerwing which was finished off in a bright yellow paint scheme with dark blue trim To say that this cabin class airplane which used to be flown by Walter Beech himself was a real jewel among some really fine airshyplanes would be an understatement It was outstanding

In the Classic arena the Grand Chamshypion Lindy was well earned by Roy Foxshyworthy of Columbus IN with his magnifshyicently restored Johnson Rocket 185 This rare airplane one of only four or five remaining was totally restored over a period of dedicated effort to where it outscored all Classics at the convention The amazing history behind this airplane is just as fascinating as the airplane itself

The Reserve Grand Champion Classic Lindy was awarded to John Preiss of Gershymantown WI for his outstanding Cessna 195 all polished to the nth degree The restoration work on this beautiful fiveshyplace airplane was something to behold

For the second year of the Contemposhyrary Class the Grand Champion Lindy was garnered by Lee Maples of Belle MO for his outstanding 1960 twin Beechcraft G18S which was flown to Oshkosh on a whim just to see what wou ld happen Lee was quite surprised to learn he had won the Grand Champion Lindy

The Reserve Grand Champion Conshytemporary Lindy was taken home by Gary Granfors of Webster MN with his remarkably restored 1960 Cessna 172 that is actually owned with several other pishylots Together they have done an exce lshylent job of bringing the 172 back to origishynal condition

For the first time in history a Grand Champion Seaplane Lindy was awarded to Buzz Kaplan of Owatonna MN for his superbly restored 1929 Curtiss Robin mounted on a set of Edo 2665 floats This was the oldest seaplane to ever visit the BrennandVette Seaplane base since EAA moved to Oshkosh in 1970

1995 AntiquelClassicl Contemporary Fly-In at Oshkosh

Very few people who were in attenshydance at the 95 convention will ever forshyget the huge Tribute to Valor fly-overs of WW II aircraft On Saturday and Sunshyday there were over 200 aircraft in the air at one time with some f1y-bys being conducted at five different levels at one time Many remarked they had never seen the huge crowd as quiet as they were when the hundreds of aircraft were going by It was a most impressive two days

Attendance at the AntiqueClassic area was higher than ever with some 900 aircraft registered and aficianadoes all over the place It was the year of the Waco as 44 of the beautiful biplanes lined up courtesy of a big push by the Amerishycan Waco Club In addition the Beech Bonanza folks brought in 132 V-tails and straight tails - all in a continual line from Rockford IL

For the first time ever a BUcker Jungshymeister garnered the Antique Grand Champion Lindy award for its owner E T Woody Woodward of Franklin TN Immacu lately restored by Joe Fleeman the winning Jungmeister was the first one off the production line in Switzerland in 1937 and featured the original Swiss paint scheme in yellow with red bands white crosses and black trim

The Reserve Grand Champion Anshytique was taken home by Alan Buchner of Fresno CA with his beautiful 1932 Waco QDC cabin biplane The superb restoration of this ga llant veteran of the

(Above) A really rare treat at the 1992 Fly-In was this Fairchild 24W that was flown all the way to Oshkosh from South Africa by Chalkie Stobbart and Peter Hengst

(Below) Who could ever forget the magshynificient Curtiss Hawk P-6E that was replicated over a thirty year period by Ralph Rosanik of Omaha NE and was brought to the 1993 convention

1930s was extremely well done right down to the polished cowling

Working their way upward from sevshyeral earlier awards were Gene and Carol Engelskirger of Hinckley OH whose toshytally restored 1954Cessna 170B earned them the Classic Grand Champion Lindy at the 95 convention It was the steady improvement in the overall airplane conshydition and detailing that ca ught the judge s eye to score enough points to win the big one

Continued on page 37

VINTAGE AIRPLANE 9

MajororMemorexreg by Roy Redman Ale 6600

Sometimes You Need to Question Your judgement

Several years ago a cassette tape company ran a national TV campaign The focus of these ads was that you couldn t tell if you were listening to the real thing or to a recorded version They showed a clip of a concert hall pershyformer and then alluded to the fact that the sound you were hearing was really coming from a Memorex cassette The caption was Is it live or is it Memoshyrex

The engine overhaul is something that most airplane owners understand or at least think they understand When its time for an overhaul you unbolt the enshygine send it away send gobs of cash and get back an overhauled engine and a bunch of writing in the logbook Sounds simple enough but is it really What do you get for your outlay of $10000 to $15000 or more More to the point what should you get Do you get a Mashyjor or do you get Memorex

The mechanical portion of an overshyhaul is certainly a primary consideration and could fill volumes of printed matter What we are going to investigate here however is the paperwork side-the leshygality and the words What is required What do the words mean Who is reshysponsible And just what is an overhaul by regulations and what is not

An examination of what the FARs say about overhauls will get us started and serve as a framework for discussion We find most of the pertinent informashytion in FAR Part 43 entitled Mainteshynance Preventive Maintenance Reshybuilding and Alteration There are also Advisory Circulars on the subject idenshytified by the prefix AC These are considered acceptable data and are given the same credence by the FAA as regulation if applicable A prime examshyple is AC 4313-1A and 2A Note that the first number following the letters AC refer to the subject part of the

1 0 AUGUST 1996

FAR hence Advisory Circu lar AC 4313 obviously covers maintenance

AC 43-11 entitled Reciprocating Enshygine Overhaul Terminology and Stanshydards is an important reference We should note here that this AC comments on some Part 91 references in addition to the maintenance issues Part 91 is entishytled General Operating and Flight Rules With regard to maintenance this part outlines owneroperator responsibilities Keep in mind as we progress that the reshysponsibility for the records entries and record keeping is shared by the owneroperator as well as the person or agency performing the work

The FARs go to great pains to define major and minor repairs FAR 43 Appendix A covers nearly every repair or alteration you can think of but does not address the common use of the word major in an overhaul It refers to splitshyting the case or cra nkshaft of a supershycharged engine a geared (other than spur type) engine or special repairs such as welding plating or metalizing In this context the inclusion of any of these opshyerations in an overhaul requires a form 337 since they constitute major repairs

The common use of the word major with the word overhaul is addressed only in AC 43-11 paragraph 5b (1) and (2) This paragraph calls the words mashyjor and top an identification of the degree of work done on the engine The defining paragraphs (1) and (2) say what most of us know-that a major identishyfies complete disassembly and top identifies work outside the crankcase only The word major therefore has nothing to do with the standards of the work It only identifies what parts were disassembled And most important it does not define whether or not the enshygine was overhauled The word we reshyally need to understand is overhaul

The FARs devote considerable vershy

biage to the word overhaul They also address other terms such as rebuilt and remanufacture but first we should study just what an overhaul is by regushylation Lets look at the FAR 432 words in detail

Paragraph 432 Records of overhaul and rebuilding (a) No person may deshyscribe in any required maintenance entry or form an aircraft airframe aircraft enshygine propeller appliance or component part as being overhauled unless (1) Usshying methods techniques and practices acceptab le to the Administrator it has been disassembled cleaned inspected repaired as necessary and reassembled and (2) It has been tested in accordance with approved standards and technical data or in accordance with current stanshydards and technical data approved by the Administrator which have been develshyoped and documented by the holder of the type certificate supplemental type certificate or a material part process or app li ance approval under paragraph 21305 of this chapter (b) No person may describe in any required mainteshynance entry or form an aircraft airframe aircraft engine propeller appliance or component part as being rebuilt unless it

The engine overhaul is something that

most airplane owners understand or at

least think they understand When its

time for an overhaul you unbolt the

engine send it away send gobs of cash

and get back an overhauled engine

and a bunch of writing in the logbook

Sounds simple enough but is it really

has been disassembled cleaned inshyspected repaired as necessary reassemshybled and tested to the same tolerances and limits as a new item using either new parts or used parts that either conshyform to new part tolerances and limits or to approved oversized or undersized dimensions (Note Underlining is ours for emphasis)

What this tells us is that it isnt an overhaul unless it is tested and the stanshydard for this is the manufacturers overshyhaul manual (approved standards and technical data) or in accordance withshytechnical data that is approved by the Administrator Paragraph (b) goes on to define rebuilt as meaning the use of new standards and again testing is menshytioned as a requirement (It is probably appropriate to mention since we just read the FAR that there isnt much difshyference between overhauled and reshybuilt You can see that an overhaul to new limits could be the same as a reshybuild)

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

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process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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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lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

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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 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

(Above) This 1989 photo shows heavy traffic and numerous aircraft in front of the famous Red Barn home of the AnshytiqueClassic Division during the fly-in

(Below) Winner of the 1990 Grand Chamshypion Antique award was this immaculate 1943 Boeing Stearman PT-17 being flown by owner Fred Nelson of Glen Ellyn IL

of the Russian AN-124 jet that arrived in Oshkosh with two Sukhoi SU-26 aeroshybatic airplanes in its hold The sight of this huge airplane taxiing in front of the crowd with an American flag held high from the co-pilots window was a sure sign the Cold War was over

Perhaps the greatest surprise of all happened when the visiting Russians were taken on a tour of the local K-Mart store and Fleet Farm store Never in hisshytory have you seen such large eyes on grown men They had no idea such places existed and the expressions on their faces told it all

In the AntiqueClassic area history

was made as no less than six Curtiss IN-4 Jennies arrived from all over the country led by master craftsman Ken Hyde These large graceful biplanes made inshydelible impressions on the minds of the huge crowd as they quietly flew by their OX-5 engines making a soft purr as they slowly flew past Many in the audience had never heard the sound of an OX-5 e ngine - say nothing of several in close formation It was an unforgettable expeshyrience

With the judging committees working at a feverish pace to handle all the a irshyplanes the final result saw Bill Halvorson of Bloomington MN take the Antique Grand Champion Lindbergh trophy with his magnificient Beechcraft G 17S Stagshygerwing All finis hed up in a dark red paint scheme with red leather interior the Staggerwing showed mute evidenc~ of its 12-year dedicated restoration by Bill and his lovely wife Fran

The 1989 Antique Reserve Grand Champion Lindy was awarded to Fred

Nelson of Glen Ellyn IL for his outshystanding Boeing Stearman PT-17 finished off in pre-1943 Army Air Corps colors with stars and bars

On the Classic side the Grand Chamshypion Lindy was garnered by Charles Hoover of St Paul MN with his dedishycated restoration of an 85 hp Globe GCshylA Swift Polished top and bottom the brilliant shine of the aluminum skin was absolutely stunning in the sunlight and turned heads whenever it flew past Charles worked hard for a number of years to bring the pretty two-placer to championship caliber and earn the top award at Oshkosh

The Reserve Grand Champion Classic Lindy was earned by Clyde Baryton of Angleton TX for his beautifully restored Luscombe llA Sedan - a rare bird inshydeed

Pioneer Age Champion (Prior to 1918) was awarded to Chet Peek of Norman OK for his 1917 Curtiss IN-4D The run~ ner-up spot was taken by Wally Olson Vancouver WA with his 1917 Curtiss IN-4D and the Outstanding Award was awarded to Skeeter Carlson Spokane WA with his rare 1917 Curtiss IN-4 Canuck

In addition to the above Jennies Ray Folsom of California brought his movie star IN-4D flown by Bill Turner Kermit Weeks of Miami FL had his IN-4D at Oshkosh having purchased it from Dan Neuman while it was displayed in the EAA Museum and lastly Ken Hyde of Warrenton VA flew his 1987 Grand Champion Jenny to Oshkosh to partake in the special Convention program entishytled From Jennies to Jets

It was a program like none other and will be long remembered

1990 Anti~ueClassic Fly-In at Oshkosll

This was the year of the Concorde the Junkers JU-52 the Ford Trimotor the Stinson Trimotor the Lockheed COIstelshylation and the F-l17A Stealth fighter In addition the anniversary of the Battle of Britain was highlighted by Jaguar Motor Cars of England Featuring some of the finest convention weather in years the 1990 gathering was easy on both people and airplanes

The crew at the Red Barn was in tip top shape this year and the pl ace was busy with AntiqueClassic people coming and going The volunteers were once again doing a fabulous job at all their many tasks - usually without so much as a thank you - they just plain love their jobs

Through diligence and hard work Fred Nelson of Glen Ellyn IL finally e~rned the Grand Champion Antique LlI1dy trophy with his beautiful Boeing Stearman PT-17 finished in pre-1943 colshyors A previous award winner on several

6 AUGUST 1996

occasions Fred kept improving his airshyplane year after year In 1990 persisshytence finally paid off with the big well earned trophy The Reserve Grand Champion Antique Lindy was taken by Bud and Connie Dake of St Louis MO with their immaculate Monocoupe 90AL This true blue aviation couple has reshystored a number of antique airpl anes each one a winner by itself

Running off with the Grand Chamshypion Classic Lindbergh trophy was Tom Hull of Hollywood MD with his magnishyficient Cessna 195 all done up in original colors of off-white and deep red Featurshying orig inal wheelpants and spi nn er Toms big five-place Businessliner was detailed to the nth degree which caught the judges eye The R eserve Grand Champion Classic was garnered by Sam James and David Slovachek of Colgate WI with their bea utifull y restored Beechcraft C-35 Bonanza

The Budd Davisson designed and Jim Clevanger built replica Wedell-Williams racer No 44 gave the crowd a taste of pyshylon racing from the 1930s as it sped down the flightline sounding much like ripping canvas There was littl e doubt that the crowds really enjoyed it Look for more of these in the future

Two weeks after the convention this author discovered the pilot of the F-117 A Stealth fighter was Capt Scott Stimpert Scott grew up two blocks from my home in St James MN and I gave him his very first airplane ride when he was ten years old (Small world dept)

1991 AntiqueClassic Gathering at Oshkosh

Once again the weather Gods smi led on the AntiqueClassic crowds during the 1990 fly-in with cool temperatures and a small amount of rain on Sunday In addishytion to beautiful weather the turnout of peop le and airplanes was excellent with 150 Antiques a nd 705 Classics on th e showplane line

A major attraction for the 1991 conshyvention was a Salute to D ese rt Storm with many of the aircraft that were used in that conflict being displayed In addishytion many of the Desert Storm pilots and crew were in attendance including two POWs who had survived at the hands of the Iraqi guards For the second year in a row the sinister looking F-117A Stealth was in attendance flown by Wisconsin native Capt Rob Donaldson A huge B-52 bomber made a low pass down Runshyway 18 with everything hangi ng out - it stirred a lot of air

The busy crew at the R ed Barn had pretty airplanes and good people all over the place A record 855 antique and classhysic aircraft were regis tere d thi s yea r keeping the judges extremely busy

When all the shouting was over the

Antique Grand Champion Lindy was awarded to Harold and Bob Armstrong of R awlings MD who flew their rare OX-5 powered 1927 Pitcairn Fleetwing PA-4 biplane all the way to Oshkosh No strangers to winning ways the fatherson team of Armstrongs have had prev ious Grand Champs and Reserve Grand Champs Their PC-4 (the sole surshyvivor of its kind) bore evidence of master workmanship a nd extreme attention to detail To say that the OX-5 engine ran like a Swiss watch would be an understatement Their PC-4 was the first airplane in EAA history to score a perfect 100 points in antique ai rcraft judging

The R eserve Grand Champion Antique Lindy was ta ken home by Bob Lindley of Zellwood FL for his immaculate restoration of a 1936 Stinson SR-8E Gullwing This rare (one of four on the register) cabin class Stinson displayed some beautishyful restorat ion craftsmanship on beshyhalf of its rebuilder

Moving up the Classic ladder from the previous year Reserve Champion award was the twosome of D avid Slovache k and Sam James of Colgate WI taking home the Classic Grand Champion Lindy with their constantly improv ed Beechcraft C-35 Bon anza This time their several years of hard work finally paid off as they took hom e the heavy hardware in their bright yellow and blue Bona nza The Rese rve Grand Chamshypion Classic Lindy was awarded to Jack Shahan of Stone Mountasin GA for his immaculate Cessna 140A Jack has conshysistently won an awa rd every year with this little two-place jewel of an airplane

In just a short time a new Contemposhyrary Class was be added to the AntiqueClassic Division that included the years of manufacture - 1956 to 1960 This new class will make the fly-ins even more exciting and expand the horizons of AntiqueClassic pilots and restorers

1992 Anti~ueClassic Fly-In at Oshkosti

Veteran EAA convention goers will long remember the 1992 fly-in for its near perfect cool clea r weather that alm ost had people del e ri o us Sure the big Auss ie 747 came in with nearly 400 on board a nd sure two audacious flyers from South Africa named Chalkie Stoshybbart and Pete r He ngst fl ew a Warnershypowered Fairchild 24 all the way fro m South Africa to Oshkosh and sure a speshycial salute to the WW II fighter pilots was enjoyed by all however the supreme joy of cool clear perfect weather for the convention was the bes t med icine ever It was scrumptious

The 1992 Antique Grand Champion

Running away with the 1991 Antique Grand Champion trophy were Harold and Bob Armstrong of Rawlings MD whose 1927 Pitcairn PA-4 powered with an OX-5 engine scored the first ever 100 points (perfect) in judging at Oshkosh

Lindy was awarded to Jim Porter of Hinsdal e IL for his stunning 1943 Beechcraft D17S Staggerwing that was in a class by itself Restored in the shop of Bern Doc Yocke of Sandwich IL the beautifully finished speedster was done up in an off white paint scheme with the factory trim in a deep red Right behind the Grand Champion was the R eserve Grand Champion Antique Lindy th at was garnered by longtime EAA me mshyber Steve Pitcairn of Bryn Athyn PA who flew in with his 1930 Pitcairn PA-7 Mailwing The big Wright-engined bishyplane was finished in U S Mail live ry with yellow wings and tail with a black fuselage The superb workmanship of Steve and his crew was evident throughshyout the restoration

Over on the Classic side the Grand Champion Classic Lindy was taken home by a happy Densel Willi ams of Jackson MI with his immaculate Aeronca llCC Super Chief that was restored by Densel and a huge bunch of Chapter 304 memshybers in Jackson MI The results of their cumlative efforts were outstanding and th e tru e gri t a nd deter min ation in shyvo lved in the re storation is a fantastic story in itse lf This is what winners are made of

The Reserve Grand Champion Classic was awarded to D e lton Perry of Lawre nceburg TN for his outstanding Piper PA-22 Tri-Pacer that was restored to original condition by D elton and Joe Fleeman Flown to Oshkosh 92 by Joe

VINTAGE AIRPLANE 7

Fleeman the restoration was primarily a mechanical job by Perry and a covering job by Fleeman that resulted in a beautishyful piece of restoration work that ran off with the Reserve Grand Champ marbles

For the very firs t time Contemporary Class airp lanes (1956 to 1960) were parked on the AntiqueClassic gro unds and the mechanisms fo r judging them in 1993 were established Need less the say the owners of these beautiful airp lanes were quite excited to see the new class being established and they were anx ious to enter competition

1993 AntiqueClassic Contemporary Fly-In at Oshkosh

If th e past conven tions fea tured good weather 1993 wou ld go down in hi story as the year of the big water For months prior to the big gathering the rains came - and came - and came With floods a ll over the midwest the EAA grounds beshycame completely saturated and with only two weeks to go before conven tion conshysid eration was given to supply each campe r with his own water bed As if some devine providence stepped in the rains ceased just in the nick of time and the grou nds dried up to where airplanes could st ill be parked The balance of the convention weather was fi ne except for a sharp s torm that blew through th e

8 AUGUST 1996

(Above) A happy threesome consistshying of David Siovachek Brian Sloshyvachek and Sam James savor the Grand Champion Classic trophy for 1991 which they were awarded for the beautiful Beechcraft C-35 Boshynanza which they restored

(Left) The EAA Chapter 304 gang who helped Densel Williams (extreme left back row) restore Densels 1947 Aeronca 11 CC Super Chief to the point where it absconded with the 1992 Grand Champion Classic trophy Check out their Aeronca shirts

gro unds on Tuesday damaging seve ral airplanes (Note Tiedowns are only as strong as their anchors)

On the flying fro nt the big news fo r 93 was Kermit Weeks 4-engined Short Sunderland flying boat that he flew in from England to Oshkosh la nding in Lake Winnebago The graceful fly-bys of the huge flyin g boat each day of the conshyvention were observed by everyone - the so und of the four PampW 1830 engi nes makin g beautiful music as Kermit brought the big flying boat down the showline

The to p award in t he Anti que cl ass was taken home by Jack Steen of Ada MI with his immaculate 1931 Driggs Skyshylark biplane powered with the original American Cirrus Hi-Drive engine The near unbeli evable quality of the restorashytion which was begun years ago by his fashyther Les Steen was duly noted by the judges and in the fine hairs that are someshytimes the determining facto r the Driggs Skylark came out on top with the Grand Champion Lindy award

T he 1993 Rese rve Grand Champion Lindy was taken by a 1933 DeHavilland DH-83 Fox Moth brought to Oshkosh by Roger Fiennes of London England This sup erb restoration was do ne in New Zealand and the a irplane was on its way to London Of royal lineage the exquisshyite Fox Moth featured a beautiful cabin

for three and the most immaculate alushyminum whee Ipants that had been handshymade by a real craftsman

The Grand Champion Classic Lindshybergh Trophy was awarded to Vern Flacksbarth and Durbe r Allen of Minshynea polis MN for their remark ab le restoration of a single-place Mooney Mshy18C Mite - the very first time in hi story such a plane has been so honored The on ly problem being th at both winners cannot fly in the airplane at th e same time

The Reserve Grand Champion Classic Lindy was taken by George Willford of Waterville OH with his very authent ic Piper PA-12 Super Cruiser Restored over a period of time by George and his father the PA-12 showed super attention to detail and lot s of dedicated e lbow grease

In the new Contemorary Class th e Grand Champion Lindy was garnered by Jerry Ross of Weatherford OK with his beauti ful 1959 Piper PA-24 Commanche powered with a Lycoming 0-360 of 180 hp T he original paint scheme on this reshytractable was a thing to behold and scored well with the judges The Reserve Grand Champion Contemporary Lind y was taken home by Arthur Bastian of Newshyton NJ with his nicely restored 1956 Cessna 310 (straight tail) fi nished off in an original paint scheme of white turquoise and black trim

Perhaps one more unforgettable item from 1993 was the appearance of Ralph Rosanik s magnificent replica Curtiss Hawk P-6E which although it had not flown just the sound of the V-12 Curtiss Conqueror e ngine as it taxied by on its way to the display ramp was an immense thrill in itself This 30-year effort by a very determined builder is presently on display in the EAAs Eagle Hangar for all to see

1994 AntiqueClassic Contemporary Fly-In

The return of the supersonic Conshycord e marked the 1994 fly-in with the customary loud noises as it blasted off on a local trip with a cabin fu ll of passenshygers In addition 1994 was noted for the Salute to Appollo which proved to be a very popular program the astronauts themselves being very comfortable on the stage among fellow aviation people

If blue is your favorite color you would have liked the choice for the Anshytique Grand Champion Lindy as Tom Baker J r of Effingham IL ran off with all the marb les with his blue and si lver 1941 Taylorcraft BL-65 A brilliant piece of restoration the Taylorcraft complete with round contro l wheels and la rge tachometer was fin ished down to the last nut and bolt by this young restorer In shydeed Tom comes by his aviat ion interest

honestly as his father Tom Baker Sr is a long time rebuilder and restorer who taught his son well

The Reserve Grand Champion Lindy was taken by Gerald Hanson of Las Veshygas NV with his spectacular 1942 Beechcraft G-17S Staggerwing which was finished off in a bright yellow paint scheme with dark blue trim To say that this cabin class airplane which used to be flown by Walter Beech himself was a real jewel among some really fine airshyplanes would be an understatement It was outstanding

In the Classic arena the Grand Chamshypion Lindy was well earned by Roy Foxshyworthy of Columbus IN with his magnifshyicently restored Johnson Rocket 185 This rare airplane one of only four or five remaining was totally restored over a period of dedicated effort to where it outscored all Classics at the convention The amazing history behind this airplane is just as fascinating as the airplane itself

The Reserve Grand Champion Classic Lindy was awarded to John Preiss of Gershymantown WI for his outstanding Cessna 195 all polished to the nth degree The restoration work on this beautiful fiveshyplace airplane was something to behold

For the second year of the Contemposhyrary Class the Grand Champion Lindy was garnered by Lee Maples of Belle MO for his outstanding 1960 twin Beechcraft G18S which was flown to Oshkosh on a whim just to see what wou ld happen Lee was quite surprised to learn he had won the Grand Champion Lindy

The Reserve Grand Champion Conshytemporary Lindy was taken home by Gary Granfors of Webster MN with his remarkably restored 1960 Cessna 172 that is actually owned with several other pishylots Together they have done an exce lshylent job of bringing the 172 back to origishynal condition

For the first time in history a Grand Champion Seaplane Lindy was awarded to Buzz Kaplan of Owatonna MN for his superbly restored 1929 Curtiss Robin mounted on a set of Edo 2665 floats This was the oldest seaplane to ever visit the BrennandVette Seaplane base since EAA moved to Oshkosh in 1970

1995 AntiquelClassicl Contemporary Fly-In at Oshkosh

Very few people who were in attenshydance at the 95 convention will ever forshyget the huge Tribute to Valor fly-overs of WW II aircraft On Saturday and Sunshyday there were over 200 aircraft in the air at one time with some f1y-bys being conducted at five different levels at one time Many remarked they had never seen the huge crowd as quiet as they were when the hundreds of aircraft were going by It was a most impressive two days

Attendance at the AntiqueClassic area was higher than ever with some 900 aircraft registered and aficianadoes all over the place It was the year of the Waco as 44 of the beautiful biplanes lined up courtesy of a big push by the Amerishycan Waco Club In addition the Beech Bonanza folks brought in 132 V-tails and straight tails - all in a continual line from Rockford IL

For the first time ever a BUcker Jungshymeister garnered the Antique Grand Champion Lindy award for its owner E T Woody Woodward of Franklin TN Immacu lately restored by Joe Fleeman the winning Jungmeister was the first one off the production line in Switzerland in 1937 and featured the original Swiss paint scheme in yellow with red bands white crosses and black trim

The Reserve Grand Champion Anshytique was taken home by Alan Buchner of Fresno CA with his beautiful 1932 Waco QDC cabin biplane The superb restoration of this ga llant veteran of the

(Above) A really rare treat at the 1992 Fly-In was this Fairchild 24W that was flown all the way to Oshkosh from South Africa by Chalkie Stobbart and Peter Hengst

(Below) Who could ever forget the magshynificient Curtiss Hawk P-6E that was replicated over a thirty year period by Ralph Rosanik of Omaha NE and was brought to the 1993 convention

1930s was extremely well done right down to the polished cowling

Working their way upward from sevshyeral earlier awards were Gene and Carol Engelskirger of Hinckley OH whose toshytally restored 1954Cessna 170B earned them the Classic Grand Champion Lindy at the 95 convention It was the steady improvement in the overall airplane conshydition and detailing that ca ught the judge s eye to score enough points to win the big one

Continued on page 37

VINTAGE AIRPLANE 9

MajororMemorexreg by Roy Redman Ale 6600

Sometimes You Need to Question Your judgement

Several years ago a cassette tape company ran a national TV campaign The focus of these ads was that you couldn t tell if you were listening to the real thing or to a recorded version They showed a clip of a concert hall pershyformer and then alluded to the fact that the sound you were hearing was really coming from a Memorex cassette The caption was Is it live or is it Memoshyrex

The engine overhaul is something that most airplane owners understand or at least think they understand When its time for an overhaul you unbolt the enshygine send it away send gobs of cash and get back an overhauled engine and a bunch of writing in the logbook Sounds simple enough but is it really What do you get for your outlay of $10000 to $15000 or more More to the point what should you get Do you get a Mashyjor or do you get Memorex

The mechanical portion of an overshyhaul is certainly a primary consideration and could fill volumes of printed matter What we are going to investigate here however is the paperwork side-the leshygality and the words What is required What do the words mean Who is reshysponsible And just what is an overhaul by regulations and what is not

An examination of what the FARs say about overhauls will get us started and serve as a framework for discussion We find most of the pertinent informashytion in FAR Part 43 entitled Mainteshynance Preventive Maintenance Reshybuilding and Alteration There are also Advisory Circulars on the subject idenshytified by the prefix AC These are considered acceptable data and are given the same credence by the FAA as regulation if applicable A prime examshyple is AC 4313-1A and 2A Note that the first number following the letters AC refer to the subject part of the

1 0 AUGUST 1996

FAR hence Advisory Circu lar AC 4313 obviously covers maintenance

AC 43-11 entitled Reciprocating Enshygine Overhaul Terminology and Stanshydards is an important reference We should note here that this AC comments on some Part 91 references in addition to the maintenance issues Part 91 is entishytled General Operating and Flight Rules With regard to maintenance this part outlines owneroperator responsibilities Keep in mind as we progress that the reshysponsibility for the records entries and record keeping is shared by the owneroperator as well as the person or agency performing the work

The FARs go to great pains to define major and minor repairs FAR 43 Appendix A covers nearly every repair or alteration you can think of but does not address the common use of the word major in an overhaul It refers to splitshyting the case or cra nkshaft of a supershycharged engine a geared (other than spur type) engine or special repairs such as welding plating or metalizing In this context the inclusion of any of these opshyerations in an overhaul requires a form 337 since they constitute major repairs

The common use of the word major with the word overhaul is addressed only in AC 43-11 paragraph 5b (1) and (2) This paragraph calls the words mashyjor and top an identification of the degree of work done on the engine The defining paragraphs (1) and (2) say what most of us know-that a major identishyfies complete disassembly and top identifies work outside the crankcase only The word major therefore has nothing to do with the standards of the work It only identifies what parts were disassembled And most important it does not define whether or not the enshygine was overhauled The word we reshyally need to understand is overhaul

The FARs devote considerable vershy

biage to the word overhaul They also address other terms such as rebuilt and remanufacture but first we should study just what an overhaul is by regushylation Lets look at the FAR 432 words in detail

Paragraph 432 Records of overhaul and rebuilding (a) No person may deshyscribe in any required maintenance entry or form an aircraft airframe aircraft enshygine propeller appliance or component part as being overhauled unless (1) Usshying methods techniques and practices acceptab le to the Administrator it has been disassembled cleaned inspected repaired as necessary and reassembled and (2) It has been tested in accordance with approved standards and technical data or in accordance with current stanshydards and technical data approved by the Administrator which have been develshyoped and documented by the holder of the type certificate supplemental type certificate or a material part process or app li ance approval under paragraph 21305 of this chapter (b) No person may describe in any required mainteshynance entry or form an aircraft airframe aircraft engine propeller appliance or component part as being rebuilt unless it

The engine overhaul is something that

most airplane owners understand or at

least think they understand When its

time for an overhaul you unbolt the

engine send it away send gobs of cash

and get back an overhauled engine

and a bunch of writing in the logbook

Sounds simple enough but is it really

has been disassembled cleaned inshyspected repaired as necessary reassemshybled and tested to the same tolerances and limits as a new item using either new parts or used parts that either conshyform to new part tolerances and limits or to approved oversized or undersized dimensions (Note Underlining is ours for emphasis)

What this tells us is that it isnt an overhaul unless it is tested and the stanshydard for this is the manufacturers overshyhaul manual (approved standards and technical data) or in accordance withshytechnical data that is approved by the Administrator Paragraph (b) goes on to define rebuilt as meaning the use of new standards and again testing is menshytioned as a requirement (It is probably appropriate to mention since we just read the FAR that there isnt much difshyference between overhauled and reshybuilt You can see that an overhaul to new limits could be the same as a reshybuild)

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

occasions Fred kept improving his airshyplane year after year In 1990 persisshytence finally paid off with the big well earned trophy The Reserve Grand Champion Antique Lindy was taken by Bud and Connie Dake of St Louis MO with their immaculate Monocoupe 90AL This true blue aviation couple has reshystored a number of antique airpl anes each one a winner by itself

Running off with the Grand Chamshypion Classic Lindbergh trophy was Tom Hull of Hollywood MD with his magnishyficient Cessna 195 all done up in original colors of off-white and deep red Featurshying orig inal wheelpants and spi nn er Toms big five-place Businessliner was detailed to the nth degree which caught the judges eye The R eserve Grand Champion Classic was garnered by Sam James and David Slovachek of Colgate WI with their bea utifull y restored Beechcraft C-35 Bonanza

The Budd Davisson designed and Jim Clevanger built replica Wedell-Williams racer No 44 gave the crowd a taste of pyshylon racing from the 1930s as it sped down the flightline sounding much like ripping canvas There was littl e doubt that the crowds really enjoyed it Look for more of these in the future

Two weeks after the convention this author discovered the pilot of the F-117 A Stealth fighter was Capt Scott Stimpert Scott grew up two blocks from my home in St James MN and I gave him his very first airplane ride when he was ten years old (Small world dept)

1991 AntiqueClassic Gathering at Oshkosh

Once again the weather Gods smi led on the AntiqueClassic crowds during the 1990 fly-in with cool temperatures and a small amount of rain on Sunday In addishytion to beautiful weather the turnout of peop le and airplanes was excellent with 150 Antiques a nd 705 Classics on th e showplane line

A major attraction for the 1991 conshyvention was a Salute to D ese rt Storm with many of the aircraft that were used in that conflict being displayed In addishytion many of the Desert Storm pilots and crew were in attendance including two POWs who had survived at the hands of the Iraqi guards For the second year in a row the sinister looking F-117A Stealth was in attendance flown by Wisconsin native Capt Rob Donaldson A huge B-52 bomber made a low pass down Runshyway 18 with everything hangi ng out - it stirred a lot of air

The busy crew at the R ed Barn had pretty airplanes and good people all over the place A record 855 antique and classhysic aircraft were regis tere d thi s yea r keeping the judges extremely busy

When all the shouting was over the

Antique Grand Champion Lindy was awarded to Harold and Bob Armstrong of R awlings MD who flew their rare OX-5 powered 1927 Pitcairn Fleetwing PA-4 biplane all the way to Oshkosh No strangers to winning ways the fatherson team of Armstrongs have had prev ious Grand Champs and Reserve Grand Champs Their PC-4 (the sole surshyvivor of its kind) bore evidence of master workmanship a nd extreme attention to detail To say that the OX-5 engine ran like a Swiss watch would be an understatement Their PC-4 was the first airplane in EAA history to score a perfect 100 points in antique ai rcraft judging

The R eserve Grand Champion Antique Lindy was ta ken home by Bob Lindley of Zellwood FL for his immaculate restoration of a 1936 Stinson SR-8E Gullwing This rare (one of four on the register) cabin class Stinson displayed some beautishyful restorat ion craftsmanship on beshyhalf of its rebuilder

Moving up the Classic ladder from the previous year Reserve Champion award was the twosome of D avid Slovache k and Sam James of Colgate WI taking home the Classic Grand Champion Lindy with their constantly improv ed Beechcraft C-35 Bon anza This time their several years of hard work finally paid off as they took hom e the heavy hardware in their bright yellow and blue Bona nza The Rese rve Grand Chamshypion Classic Lindy was awarded to Jack Shahan of Stone Mountasin GA for his immaculate Cessna 140A Jack has conshysistently won an awa rd every year with this little two-place jewel of an airplane

In just a short time a new Contemposhyrary Class was be added to the AntiqueClassic Division that included the years of manufacture - 1956 to 1960 This new class will make the fly-ins even more exciting and expand the horizons of AntiqueClassic pilots and restorers

1992 Anti~ueClassic Fly-In at Oshkosti

Veteran EAA convention goers will long remember the 1992 fly-in for its near perfect cool clea r weather that alm ost had people del e ri o us Sure the big Auss ie 747 came in with nearly 400 on board a nd sure two audacious flyers from South Africa named Chalkie Stoshybbart and Pete r He ngst fl ew a Warnershypowered Fairchild 24 all the way fro m South Africa to Oshkosh and sure a speshycial salute to the WW II fighter pilots was enjoyed by all however the supreme joy of cool clear perfect weather for the convention was the bes t med icine ever It was scrumptious

The 1992 Antique Grand Champion

Running away with the 1991 Antique Grand Champion trophy were Harold and Bob Armstrong of Rawlings MD whose 1927 Pitcairn PA-4 powered with an OX-5 engine scored the first ever 100 points (perfect) in judging at Oshkosh

Lindy was awarded to Jim Porter of Hinsdal e IL for his stunning 1943 Beechcraft D17S Staggerwing that was in a class by itself Restored in the shop of Bern Doc Yocke of Sandwich IL the beautifully finished speedster was done up in an off white paint scheme with the factory trim in a deep red Right behind the Grand Champion was the R eserve Grand Champion Antique Lindy th at was garnered by longtime EAA me mshyber Steve Pitcairn of Bryn Athyn PA who flew in with his 1930 Pitcairn PA-7 Mailwing The big Wright-engined bishyplane was finished in U S Mail live ry with yellow wings and tail with a black fuselage The superb workmanship of Steve and his crew was evident throughshyout the restoration

Over on the Classic side the Grand Champion Classic Lindy was taken home by a happy Densel Willi ams of Jackson MI with his immaculate Aeronca llCC Super Chief that was restored by Densel and a huge bunch of Chapter 304 memshybers in Jackson MI The results of their cumlative efforts were outstanding and th e tru e gri t a nd deter min ation in shyvo lved in the re storation is a fantastic story in itse lf This is what winners are made of

The Reserve Grand Champion Classic was awarded to D e lton Perry of Lawre nceburg TN for his outstanding Piper PA-22 Tri-Pacer that was restored to original condition by D elton and Joe Fleeman Flown to Oshkosh 92 by Joe

VINTAGE AIRPLANE 7

Fleeman the restoration was primarily a mechanical job by Perry and a covering job by Fleeman that resulted in a beautishyful piece of restoration work that ran off with the Reserve Grand Champ marbles

For the very firs t time Contemporary Class airp lanes (1956 to 1960) were parked on the AntiqueClassic gro unds and the mechanisms fo r judging them in 1993 were established Need less the say the owners of these beautiful airp lanes were quite excited to see the new class being established and they were anx ious to enter competition

1993 AntiqueClassic Contemporary Fly-In at Oshkosh

If th e past conven tions fea tured good weather 1993 wou ld go down in hi story as the year of the big water For months prior to the big gathering the rains came - and came - and came With floods a ll over the midwest the EAA grounds beshycame completely saturated and with only two weeks to go before conven tion conshysid eration was given to supply each campe r with his own water bed As if some devine providence stepped in the rains ceased just in the nick of time and the grou nds dried up to where airplanes could st ill be parked The balance of the convention weather was fi ne except for a sharp s torm that blew through th e

8 AUGUST 1996

(Above) A happy threesome consistshying of David Siovachek Brian Sloshyvachek and Sam James savor the Grand Champion Classic trophy for 1991 which they were awarded for the beautiful Beechcraft C-35 Boshynanza which they restored

(Left) The EAA Chapter 304 gang who helped Densel Williams (extreme left back row) restore Densels 1947 Aeronca 11 CC Super Chief to the point where it absconded with the 1992 Grand Champion Classic trophy Check out their Aeronca shirts

gro unds on Tuesday damaging seve ral airplanes (Note Tiedowns are only as strong as their anchors)

On the flying fro nt the big news fo r 93 was Kermit Weeks 4-engined Short Sunderland flying boat that he flew in from England to Oshkosh la nding in Lake Winnebago The graceful fly-bys of the huge flyin g boat each day of the conshyvention were observed by everyone - the so und of the four PampW 1830 engi nes makin g beautiful music as Kermit brought the big flying boat down the showline

The to p award in t he Anti que cl ass was taken home by Jack Steen of Ada MI with his immaculate 1931 Driggs Skyshylark biplane powered with the original American Cirrus Hi-Drive engine The near unbeli evable quality of the restorashytion which was begun years ago by his fashyther Les Steen was duly noted by the judges and in the fine hairs that are someshytimes the determining facto r the Driggs Skylark came out on top with the Grand Champion Lindy award

T he 1993 Rese rve Grand Champion Lindy was taken by a 1933 DeHavilland DH-83 Fox Moth brought to Oshkosh by Roger Fiennes of London England This sup erb restoration was do ne in New Zealand and the a irplane was on its way to London Of royal lineage the exquisshyite Fox Moth featured a beautiful cabin

for three and the most immaculate alushyminum whee Ipants that had been handshymade by a real craftsman

The Grand Champion Classic Lindshybergh Trophy was awarded to Vern Flacksbarth and Durbe r Allen of Minshynea polis MN for their remark ab le restoration of a single-place Mooney Mshy18C Mite - the very first time in hi story such a plane has been so honored The on ly problem being th at both winners cannot fly in the airplane at th e same time

The Reserve Grand Champion Classic Lindy was taken by George Willford of Waterville OH with his very authent ic Piper PA-12 Super Cruiser Restored over a period of time by George and his father the PA-12 showed super attention to detail and lot s of dedicated e lbow grease

In the new Contemorary Class th e Grand Champion Lindy was garnered by Jerry Ross of Weatherford OK with his beauti ful 1959 Piper PA-24 Commanche powered with a Lycoming 0-360 of 180 hp T he original paint scheme on this reshytractable was a thing to behold and scored well with the judges The Reserve Grand Champion Contemporary Lind y was taken home by Arthur Bastian of Newshyton NJ with his nicely restored 1956 Cessna 310 (straight tail) fi nished off in an original paint scheme of white turquoise and black trim

Perhaps one more unforgettable item from 1993 was the appearance of Ralph Rosanik s magnificent replica Curtiss Hawk P-6E which although it had not flown just the sound of the V-12 Curtiss Conqueror e ngine as it taxied by on its way to the display ramp was an immense thrill in itself This 30-year effort by a very determined builder is presently on display in the EAAs Eagle Hangar for all to see

1994 AntiqueClassic Contemporary Fly-In

The return of the supersonic Conshycord e marked the 1994 fly-in with the customary loud noises as it blasted off on a local trip with a cabin fu ll of passenshygers In addition 1994 was noted for the Salute to Appollo which proved to be a very popular program the astronauts themselves being very comfortable on the stage among fellow aviation people

If blue is your favorite color you would have liked the choice for the Anshytique Grand Champion Lindy as Tom Baker J r of Effingham IL ran off with all the marb les with his blue and si lver 1941 Taylorcraft BL-65 A brilliant piece of restoration the Taylorcraft complete with round contro l wheels and la rge tachometer was fin ished down to the last nut and bolt by this young restorer In shydeed Tom comes by his aviat ion interest

honestly as his father Tom Baker Sr is a long time rebuilder and restorer who taught his son well

The Reserve Grand Champion Lindy was taken by Gerald Hanson of Las Veshygas NV with his spectacular 1942 Beechcraft G-17S Staggerwing which was finished off in a bright yellow paint scheme with dark blue trim To say that this cabin class airplane which used to be flown by Walter Beech himself was a real jewel among some really fine airshyplanes would be an understatement It was outstanding

In the Classic arena the Grand Chamshypion Lindy was well earned by Roy Foxshyworthy of Columbus IN with his magnifshyicently restored Johnson Rocket 185 This rare airplane one of only four or five remaining was totally restored over a period of dedicated effort to where it outscored all Classics at the convention The amazing history behind this airplane is just as fascinating as the airplane itself

The Reserve Grand Champion Classic Lindy was awarded to John Preiss of Gershymantown WI for his outstanding Cessna 195 all polished to the nth degree The restoration work on this beautiful fiveshyplace airplane was something to behold

For the second year of the Contemposhyrary Class the Grand Champion Lindy was garnered by Lee Maples of Belle MO for his outstanding 1960 twin Beechcraft G18S which was flown to Oshkosh on a whim just to see what wou ld happen Lee was quite surprised to learn he had won the Grand Champion Lindy

The Reserve Grand Champion Conshytemporary Lindy was taken home by Gary Granfors of Webster MN with his remarkably restored 1960 Cessna 172 that is actually owned with several other pishylots Together they have done an exce lshylent job of bringing the 172 back to origishynal condition

For the first time in history a Grand Champion Seaplane Lindy was awarded to Buzz Kaplan of Owatonna MN for his superbly restored 1929 Curtiss Robin mounted on a set of Edo 2665 floats This was the oldest seaplane to ever visit the BrennandVette Seaplane base since EAA moved to Oshkosh in 1970

1995 AntiquelClassicl Contemporary Fly-In at Oshkosh

Very few people who were in attenshydance at the 95 convention will ever forshyget the huge Tribute to Valor fly-overs of WW II aircraft On Saturday and Sunshyday there were over 200 aircraft in the air at one time with some f1y-bys being conducted at five different levels at one time Many remarked they had never seen the huge crowd as quiet as they were when the hundreds of aircraft were going by It was a most impressive two days

Attendance at the AntiqueClassic area was higher than ever with some 900 aircraft registered and aficianadoes all over the place It was the year of the Waco as 44 of the beautiful biplanes lined up courtesy of a big push by the Amerishycan Waco Club In addition the Beech Bonanza folks brought in 132 V-tails and straight tails - all in a continual line from Rockford IL

For the first time ever a BUcker Jungshymeister garnered the Antique Grand Champion Lindy award for its owner E T Woody Woodward of Franklin TN Immacu lately restored by Joe Fleeman the winning Jungmeister was the first one off the production line in Switzerland in 1937 and featured the original Swiss paint scheme in yellow with red bands white crosses and black trim

The Reserve Grand Champion Anshytique was taken home by Alan Buchner of Fresno CA with his beautiful 1932 Waco QDC cabin biplane The superb restoration of this ga llant veteran of the

(Above) A really rare treat at the 1992 Fly-In was this Fairchild 24W that was flown all the way to Oshkosh from South Africa by Chalkie Stobbart and Peter Hengst

(Below) Who could ever forget the magshynificient Curtiss Hawk P-6E that was replicated over a thirty year period by Ralph Rosanik of Omaha NE and was brought to the 1993 convention

1930s was extremely well done right down to the polished cowling

Working their way upward from sevshyeral earlier awards were Gene and Carol Engelskirger of Hinckley OH whose toshytally restored 1954Cessna 170B earned them the Classic Grand Champion Lindy at the 95 convention It was the steady improvement in the overall airplane conshydition and detailing that ca ught the judge s eye to score enough points to win the big one

Continued on page 37

VINTAGE AIRPLANE 9

MajororMemorexreg by Roy Redman Ale 6600

Sometimes You Need to Question Your judgement

Several years ago a cassette tape company ran a national TV campaign The focus of these ads was that you couldn t tell if you were listening to the real thing or to a recorded version They showed a clip of a concert hall pershyformer and then alluded to the fact that the sound you were hearing was really coming from a Memorex cassette The caption was Is it live or is it Memoshyrex

The engine overhaul is something that most airplane owners understand or at least think they understand When its time for an overhaul you unbolt the enshygine send it away send gobs of cash and get back an overhauled engine and a bunch of writing in the logbook Sounds simple enough but is it really What do you get for your outlay of $10000 to $15000 or more More to the point what should you get Do you get a Mashyjor or do you get Memorex

The mechanical portion of an overshyhaul is certainly a primary consideration and could fill volumes of printed matter What we are going to investigate here however is the paperwork side-the leshygality and the words What is required What do the words mean Who is reshysponsible And just what is an overhaul by regulations and what is not

An examination of what the FARs say about overhauls will get us started and serve as a framework for discussion We find most of the pertinent informashytion in FAR Part 43 entitled Mainteshynance Preventive Maintenance Reshybuilding and Alteration There are also Advisory Circulars on the subject idenshytified by the prefix AC These are considered acceptable data and are given the same credence by the FAA as regulation if applicable A prime examshyple is AC 4313-1A and 2A Note that the first number following the letters AC refer to the subject part of the

1 0 AUGUST 1996

FAR hence Advisory Circu lar AC 4313 obviously covers maintenance

AC 43-11 entitled Reciprocating Enshygine Overhaul Terminology and Stanshydards is an important reference We should note here that this AC comments on some Part 91 references in addition to the maintenance issues Part 91 is entishytled General Operating and Flight Rules With regard to maintenance this part outlines owneroperator responsibilities Keep in mind as we progress that the reshysponsibility for the records entries and record keeping is shared by the owneroperator as well as the person or agency performing the work

The FARs go to great pains to define major and minor repairs FAR 43 Appendix A covers nearly every repair or alteration you can think of but does not address the common use of the word major in an overhaul It refers to splitshyting the case or cra nkshaft of a supershycharged engine a geared (other than spur type) engine or special repairs such as welding plating or metalizing In this context the inclusion of any of these opshyerations in an overhaul requires a form 337 since they constitute major repairs

The common use of the word major with the word overhaul is addressed only in AC 43-11 paragraph 5b (1) and (2) This paragraph calls the words mashyjor and top an identification of the degree of work done on the engine The defining paragraphs (1) and (2) say what most of us know-that a major identishyfies complete disassembly and top identifies work outside the crankcase only The word major therefore has nothing to do with the standards of the work It only identifies what parts were disassembled And most important it does not define whether or not the enshygine was overhauled The word we reshyally need to understand is overhaul

The FARs devote considerable vershy

biage to the word overhaul They also address other terms such as rebuilt and remanufacture but first we should study just what an overhaul is by regushylation Lets look at the FAR 432 words in detail

Paragraph 432 Records of overhaul and rebuilding (a) No person may deshyscribe in any required maintenance entry or form an aircraft airframe aircraft enshygine propeller appliance or component part as being overhauled unless (1) Usshying methods techniques and practices acceptab le to the Administrator it has been disassembled cleaned inspected repaired as necessary and reassembled and (2) It has been tested in accordance with approved standards and technical data or in accordance with current stanshydards and technical data approved by the Administrator which have been develshyoped and documented by the holder of the type certificate supplemental type certificate or a material part process or app li ance approval under paragraph 21305 of this chapter (b) No person may describe in any required mainteshynance entry or form an aircraft airframe aircraft engine propeller appliance or component part as being rebuilt unless it

The engine overhaul is something that

most airplane owners understand or at

least think they understand When its

time for an overhaul you unbolt the

engine send it away send gobs of cash

and get back an overhauled engine

and a bunch of writing in the logbook

Sounds simple enough but is it really

has been disassembled cleaned inshyspected repaired as necessary reassemshybled and tested to the same tolerances and limits as a new item using either new parts or used parts that either conshyform to new part tolerances and limits or to approved oversized or undersized dimensions (Note Underlining is ours for emphasis)

What this tells us is that it isnt an overhaul unless it is tested and the stanshydard for this is the manufacturers overshyhaul manual (approved standards and technical data) or in accordance withshytechnical data that is approved by the Administrator Paragraph (b) goes on to define rebuilt as meaning the use of new standards and again testing is menshytioned as a requirement (It is probably appropriate to mention since we just read the FAR that there isnt much difshyference between overhauled and reshybuilt You can see that an overhaul to new limits could be the same as a reshybuild)

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

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MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

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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 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

Fleeman the restoration was primarily a mechanical job by Perry and a covering job by Fleeman that resulted in a beautishyful piece of restoration work that ran off with the Reserve Grand Champ marbles

For the very firs t time Contemporary Class airp lanes (1956 to 1960) were parked on the AntiqueClassic gro unds and the mechanisms fo r judging them in 1993 were established Need less the say the owners of these beautiful airp lanes were quite excited to see the new class being established and they were anx ious to enter competition

1993 AntiqueClassic Contemporary Fly-In at Oshkosh

If th e past conven tions fea tured good weather 1993 wou ld go down in hi story as the year of the big water For months prior to the big gathering the rains came - and came - and came With floods a ll over the midwest the EAA grounds beshycame completely saturated and with only two weeks to go before conven tion conshysid eration was given to supply each campe r with his own water bed As if some devine providence stepped in the rains ceased just in the nick of time and the grou nds dried up to where airplanes could st ill be parked The balance of the convention weather was fi ne except for a sharp s torm that blew through th e

8 AUGUST 1996

(Above) A happy threesome consistshying of David Siovachek Brian Sloshyvachek and Sam James savor the Grand Champion Classic trophy for 1991 which they were awarded for the beautiful Beechcraft C-35 Boshynanza which they restored

(Left) The EAA Chapter 304 gang who helped Densel Williams (extreme left back row) restore Densels 1947 Aeronca 11 CC Super Chief to the point where it absconded with the 1992 Grand Champion Classic trophy Check out their Aeronca shirts

gro unds on Tuesday damaging seve ral airplanes (Note Tiedowns are only as strong as their anchors)

On the flying fro nt the big news fo r 93 was Kermit Weeks 4-engined Short Sunderland flying boat that he flew in from England to Oshkosh la nding in Lake Winnebago The graceful fly-bys of the huge flyin g boat each day of the conshyvention were observed by everyone - the so und of the four PampW 1830 engi nes makin g beautiful music as Kermit brought the big flying boat down the showline

The to p award in t he Anti que cl ass was taken home by Jack Steen of Ada MI with his immaculate 1931 Driggs Skyshylark biplane powered with the original American Cirrus Hi-Drive engine The near unbeli evable quality of the restorashytion which was begun years ago by his fashyther Les Steen was duly noted by the judges and in the fine hairs that are someshytimes the determining facto r the Driggs Skylark came out on top with the Grand Champion Lindy award

T he 1993 Rese rve Grand Champion Lindy was taken by a 1933 DeHavilland DH-83 Fox Moth brought to Oshkosh by Roger Fiennes of London England This sup erb restoration was do ne in New Zealand and the a irplane was on its way to London Of royal lineage the exquisshyite Fox Moth featured a beautiful cabin

for three and the most immaculate alushyminum whee Ipants that had been handshymade by a real craftsman

The Grand Champion Classic Lindshybergh Trophy was awarded to Vern Flacksbarth and Durbe r Allen of Minshynea polis MN for their remark ab le restoration of a single-place Mooney Mshy18C Mite - the very first time in hi story such a plane has been so honored The on ly problem being th at both winners cannot fly in the airplane at th e same time

The Reserve Grand Champion Classic Lindy was taken by George Willford of Waterville OH with his very authent ic Piper PA-12 Super Cruiser Restored over a period of time by George and his father the PA-12 showed super attention to detail and lot s of dedicated e lbow grease

In the new Contemorary Class th e Grand Champion Lindy was garnered by Jerry Ross of Weatherford OK with his beauti ful 1959 Piper PA-24 Commanche powered with a Lycoming 0-360 of 180 hp T he original paint scheme on this reshytractable was a thing to behold and scored well with the judges The Reserve Grand Champion Contemporary Lind y was taken home by Arthur Bastian of Newshyton NJ with his nicely restored 1956 Cessna 310 (straight tail) fi nished off in an original paint scheme of white turquoise and black trim

Perhaps one more unforgettable item from 1993 was the appearance of Ralph Rosanik s magnificent replica Curtiss Hawk P-6E which although it had not flown just the sound of the V-12 Curtiss Conqueror e ngine as it taxied by on its way to the display ramp was an immense thrill in itself This 30-year effort by a very determined builder is presently on display in the EAAs Eagle Hangar for all to see

1994 AntiqueClassic Contemporary Fly-In

The return of the supersonic Conshycord e marked the 1994 fly-in with the customary loud noises as it blasted off on a local trip with a cabin fu ll of passenshygers In addition 1994 was noted for the Salute to Appollo which proved to be a very popular program the astronauts themselves being very comfortable on the stage among fellow aviation people

If blue is your favorite color you would have liked the choice for the Anshytique Grand Champion Lindy as Tom Baker J r of Effingham IL ran off with all the marb les with his blue and si lver 1941 Taylorcraft BL-65 A brilliant piece of restoration the Taylorcraft complete with round contro l wheels and la rge tachometer was fin ished down to the last nut and bolt by this young restorer In shydeed Tom comes by his aviat ion interest

honestly as his father Tom Baker Sr is a long time rebuilder and restorer who taught his son well

The Reserve Grand Champion Lindy was taken by Gerald Hanson of Las Veshygas NV with his spectacular 1942 Beechcraft G-17S Staggerwing which was finished off in a bright yellow paint scheme with dark blue trim To say that this cabin class airplane which used to be flown by Walter Beech himself was a real jewel among some really fine airshyplanes would be an understatement It was outstanding

In the Classic arena the Grand Chamshypion Lindy was well earned by Roy Foxshyworthy of Columbus IN with his magnifshyicently restored Johnson Rocket 185 This rare airplane one of only four or five remaining was totally restored over a period of dedicated effort to where it outscored all Classics at the convention The amazing history behind this airplane is just as fascinating as the airplane itself

The Reserve Grand Champion Classic Lindy was awarded to John Preiss of Gershymantown WI for his outstanding Cessna 195 all polished to the nth degree The restoration work on this beautiful fiveshyplace airplane was something to behold

For the second year of the Contemposhyrary Class the Grand Champion Lindy was garnered by Lee Maples of Belle MO for his outstanding 1960 twin Beechcraft G18S which was flown to Oshkosh on a whim just to see what wou ld happen Lee was quite surprised to learn he had won the Grand Champion Lindy

The Reserve Grand Champion Conshytemporary Lindy was taken home by Gary Granfors of Webster MN with his remarkably restored 1960 Cessna 172 that is actually owned with several other pishylots Together they have done an exce lshylent job of bringing the 172 back to origishynal condition

For the first time in history a Grand Champion Seaplane Lindy was awarded to Buzz Kaplan of Owatonna MN for his superbly restored 1929 Curtiss Robin mounted on a set of Edo 2665 floats This was the oldest seaplane to ever visit the BrennandVette Seaplane base since EAA moved to Oshkosh in 1970

1995 AntiquelClassicl Contemporary Fly-In at Oshkosh

Very few people who were in attenshydance at the 95 convention will ever forshyget the huge Tribute to Valor fly-overs of WW II aircraft On Saturday and Sunshyday there were over 200 aircraft in the air at one time with some f1y-bys being conducted at five different levels at one time Many remarked they had never seen the huge crowd as quiet as they were when the hundreds of aircraft were going by It was a most impressive two days

Attendance at the AntiqueClassic area was higher than ever with some 900 aircraft registered and aficianadoes all over the place It was the year of the Waco as 44 of the beautiful biplanes lined up courtesy of a big push by the Amerishycan Waco Club In addition the Beech Bonanza folks brought in 132 V-tails and straight tails - all in a continual line from Rockford IL

For the first time ever a BUcker Jungshymeister garnered the Antique Grand Champion Lindy award for its owner E T Woody Woodward of Franklin TN Immacu lately restored by Joe Fleeman the winning Jungmeister was the first one off the production line in Switzerland in 1937 and featured the original Swiss paint scheme in yellow with red bands white crosses and black trim

The Reserve Grand Champion Anshytique was taken home by Alan Buchner of Fresno CA with his beautiful 1932 Waco QDC cabin biplane The superb restoration of this ga llant veteran of the

(Above) A really rare treat at the 1992 Fly-In was this Fairchild 24W that was flown all the way to Oshkosh from South Africa by Chalkie Stobbart and Peter Hengst

(Below) Who could ever forget the magshynificient Curtiss Hawk P-6E that was replicated over a thirty year period by Ralph Rosanik of Omaha NE and was brought to the 1993 convention

1930s was extremely well done right down to the polished cowling

Working their way upward from sevshyeral earlier awards were Gene and Carol Engelskirger of Hinckley OH whose toshytally restored 1954Cessna 170B earned them the Classic Grand Champion Lindy at the 95 convention It was the steady improvement in the overall airplane conshydition and detailing that ca ught the judge s eye to score enough points to win the big one

Continued on page 37

VINTAGE AIRPLANE 9

MajororMemorexreg by Roy Redman Ale 6600

Sometimes You Need to Question Your judgement

Several years ago a cassette tape company ran a national TV campaign The focus of these ads was that you couldn t tell if you were listening to the real thing or to a recorded version They showed a clip of a concert hall pershyformer and then alluded to the fact that the sound you were hearing was really coming from a Memorex cassette The caption was Is it live or is it Memoshyrex

The engine overhaul is something that most airplane owners understand or at least think they understand When its time for an overhaul you unbolt the enshygine send it away send gobs of cash and get back an overhauled engine and a bunch of writing in the logbook Sounds simple enough but is it really What do you get for your outlay of $10000 to $15000 or more More to the point what should you get Do you get a Mashyjor or do you get Memorex

The mechanical portion of an overshyhaul is certainly a primary consideration and could fill volumes of printed matter What we are going to investigate here however is the paperwork side-the leshygality and the words What is required What do the words mean Who is reshysponsible And just what is an overhaul by regulations and what is not

An examination of what the FARs say about overhauls will get us started and serve as a framework for discussion We find most of the pertinent informashytion in FAR Part 43 entitled Mainteshynance Preventive Maintenance Reshybuilding and Alteration There are also Advisory Circulars on the subject idenshytified by the prefix AC These are considered acceptable data and are given the same credence by the FAA as regulation if applicable A prime examshyple is AC 4313-1A and 2A Note that the first number following the letters AC refer to the subject part of the

1 0 AUGUST 1996

FAR hence Advisory Circu lar AC 4313 obviously covers maintenance

AC 43-11 entitled Reciprocating Enshygine Overhaul Terminology and Stanshydards is an important reference We should note here that this AC comments on some Part 91 references in addition to the maintenance issues Part 91 is entishytled General Operating and Flight Rules With regard to maintenance this part outlines owneroperator responsibilities Keep in mind as we progress that the reshysponsibility for the records entries and record keeping is shared by the owneroperator as well as the person or agency performing the work

The FARs go to great pains to define major and minor repairs FAR 43 Appendix A covers nearly every repair or alteration you can think of but does not address the common use of the word major in an overhaul It refers to splitshyting the case or cra nkshaft of a supershycharged engine a geared (other than spur type) engine or special repairs such as welding plating or metalizing In this context the inclusion of any of these opshyerations in an overhaul requires a form 337 since they constitute major repairs

The common use of the word major with the word overhaul is addressed only in AC 43-11 paragraph 5b (1) and (2) This paragraph calls the words mashyjor and top an identification of the degree of work done on the engine The defining paragraphs (1) and (2) say what most of us know-that a major identishyfies complete disassembly and top identifies work outside the crankcase only The word major therefore has nothing to do with the standards of the work It only identifies what parts were disassembled And most important it does not define whether or not the enshygine was overhauled The word we reshyally need to understand is overhaul

The FARs devote considerable vershy

biage to the word overhaul They also address other terms such as rebuilt and remanufacture but first we should study just what an overhaul is by regushylation Lets look at the FAR 432 words in detail

Paragraph 432 Records of overhaul and rebuilding (a) No person may deshyscribe in any required maintenance entry or form an aircraft airframe aircraft enshygine propeller appliance or component part as being overhauled unless (1) Usshying methods techniques and practices acceptab le to the Administrator it has been disassembled cleaned inspected repaired as necessary and reassembled and (2) It has been tested in accordance with approved standards and technical data or in accordance with current stanshydards and technical data approved by the Administrator which have been develshyoped and documented by the holder of the type certificate supplemental type certificate or a material part process or app li ance approval under paragraph 21305 of this chapter (b) No person may describe in any required mainteshynance entry or form an aircraft airframe aircraft engine propeller appliance or component part as being rebuilt unless it

The engine overhaul is something that

most airplane owners understand or at

least think they understand When its

time for an overhaul you unbolt the

engine send it away send gobs of cash

and get back an overhauled engine

and a bunch of writing in the logbook

Sounds simple enough but is it really

has been disassembled cleaned inshyspected repaired as necessary reassemshybled and tested to the same tolerances and limits as a new item using either new parts or used parts that either conshyform to new part tolerances and limits or to approved oversized or undersized dimensions (Note Underlining is ours for emphasis)

What this tells us is that it isnt an overhaul unless it is tested and the stanshydard for this is the manufacturers overshyhaul manual (approved standards and technical data) or in accordance withshytechnical data that is approved by the Administrator Paragraph (b) goes on to define rebuilt as meaning the use of new standards and again testing is menshytioned as a requirement (It is probably appropriate to mention since we just read the FAR that there isnt much difshyference between overhauled and reshybuilt You can see that an overhaul to new limits could be the same as a reshybuild)

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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AIRCRAFT

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For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

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The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

honestly as his father Tom Baker Sr is a long time rebuilder and restorer who taught his son well

The Reserve Grand Champion Lindy was taken by Gerald Hanson of Las Veshygas NV with his spectacular 1942 Beechcraft G-17S Staggerwing which was finished off in a bright yellow paint scheme with dark blue trim To say that this cabin class airplane which used to be flown by Walter Beech himself was a real jewel among some really fine airshyplanes would be an understatement It was outstanding

In the Classic arena the Grand Chamshypion Lindy was well earned by Roy Foxshyworthy of Columbus IN with his magnifshyicently restored Johnson Rocket 185 This rare airplane one of only four or five remaining was totally restored over a period of dedicated effort to where it outscored all Classics at the convention The amazing history behind this airplane is just as fascinating as the airplane itself

The Reserve Grand Champion Classic Lindy was awarded to John Preiss of Gershymantown WI for his outstanding Cessna 195 all polished to the nth degree The restoration work on this beautiful fiveshyplace airplane was something to behold

For the second year of the Contemposhyrary Class the Grand Champion Lindy was garnered by Lee Maples of Belle MO for his outstanding 1960 twin Beechcraft G18S which was flown to Oshkosh on a whim just to see what wou ld happen Lee was quite surprised to learn he had won the Grand Champion Lindy

The Reserve Grand Champion Conshytemporary Lindy was taken home by Gary Granfors of Webster MN with his remarkably restored 1960 Cessna 172 that is actually owned with several other pishylots Together they have done an exce lshylent job of bringing the 172 back to origishynal condition

For the first time in history a Grand Champion Seaplane Lindy was awarded to Buzz Kaplan of Owatonna MN for his superbly restored 1929 Curtiss Robin mounted on a set of Edo 2665 floats This was the oldest seaplane to ever visit the BrennandVette Seaplane base since EAA moved to Oshkosh in 1970

1995 AntiquelClassicl Contemporary Fly-In at Oshkosh

Very few people who were in attenshydance at the 95 convention will ever forshyget the huge Tribute to Valor fly-overs of WW II aircraft On Saturday and Sunshyday there were over 200 aircraft in the air at one time with some f1y-bys being conducted at five different levels at one time Many remarked they had never seen the huge crowd as quiet as they were when the hundreds of aircraft were going by It was a most impressive two days

Attendance at the AntiqueClassic area was higher than ever with some 900 aircraft registered and aficianadoes all over the place It was the year of the Waco as 44 of the beautiful biplanes lined up courtesy of a big push by the Amerishycan Waco Club In addition the Beech Bonanza folks brought in 132 V-tails and straight tails - all in a continual line from Rockford IL

For the first time ever a BUcker Jungshymeister garnered the Antique Grand Champion Lindy award for its owner E T Woody Woodward of Franklin TN Immacu lately restored by Joe Fleeman the winning Jungmeister was the first one off the production line in Switzerland in 1937 and featured the original Swiss paint scheme in yellow with red bands white crosses and black trim

The Reserve Grand Champion Anshytique was taken home by Alan Buchner of Fresno CA with his beautiful 1932 Waco QDC cabin biplane The superb restoration of this ga llant veteran of the

(Above) A really rare treat at the 1992 Fly-In was this Fairchild 24W that was flown all the way to Oshkosh from South Africa by Chalkie Stobbart and Peter Hengst

(Below) Who could ever forget the magshynificient Curtiss Hawk P-6E that was replicated over a thirty year period by Ralph Rosanik of Omaha NE and was brought to the 1993 convention

1930s was extremely well done right down to the polished cowling

Working their way upward from sevshyeral earlier awards were Gene and Carol Engelskirger of Hinckley OH whose toshytally restored 1954Cessna 170B earned them the Classic Grand Champion Lindy at the 95 convention It was the steady improvement in the overall airplane conshydition and detailing that ca ught the judge s eye to score enough points to win the big one

Continued on page 37

VINTAGE AIRPLANE 9

MajororMemorexreg by Roy Redman Ale 6600

Sometimes You Need to Question Your judgement

Several years ago a cassette tape company ran a national TV campaign The focus of these ads was that you couldn t tell if you were listening to the real thing or to a recorded version They showed a clip of a concert hall pershyformer and then alluded to the fact that the sound you were hearing was really coming from a Memorex cassette The caption was Is it live or is it Memoshyrex

The engine overhaul is something that most airplane owners understand or at least think they understand When its time for an overhaul you unbolt the enshygine send it away send gobs of cash and get back an overhauled engine and a bunch of writing in the logbook Sounds simple enough but is it really What do you get for your outlay of $10000 to $15000 or more More to the point what should you get Do you get a Mashyjor or do you get Memorex

The mechanical portion of an overshyhaul is certainly a primary consideration and could fill volumes of printed matter What we are going to investigate here however is the paperwork side-the leshygality and the words What is required What do the words mean Who is reshysponsible And just what is an overhaul by regulations and what is not

An examination of what the FARs say about overhauls will get us started and serve as a framework for discussion We find most of the pertinent informashytion in FAR Part 43 entitled Mainteshynance Preventive Maintenance Reshybuilding and Alteration There are also Advisory Circulars on the subject idenshytified by the prefix AC These are considered acceptable data and are given the same credence by the FAA as regulation if applicable A prime examshyple is AC 4313-1A and 2A Note that the first number following the letters AC refer to the subject part of the

1 0 AUGUST 1996

FAR hence Advisory Circu lar AC 4313 obviously covers maintenance

AC 43-11 entitled Reciprocating Enshygine Overhaul Terminology and Stanshydards is an important reference We should note here that this AC comments on some Part 91 references in addition to the maintenance issues Part 91 is entishytled General Operating and Flight Rules With regard to maintenance this part outlines owneroperator responsibilities Keep in mind as we progress that the reshysponsibility for the records entries and record keeping is shared by the owneroperator as well as the person or agency performing the work

The FARs go to great pains to define major and minor repairs FAR 43 Appendix A covers nearly every repair or alteration you can think of but does not address the common use of the word major in an overhaul It refers to splitshyting the case or cra nkshaft of a supershycharged engine a geared (other than spur type) engine or special repairs such as welding plating or metalizing In this context the inclusion of any of these opshyerations in an overhaul requires a form 337 since they constitute major repairs

The common use of the word major with the word overhaul is addressed only in AC 43-11 paragraph 5b (1) and (2) This paragraph calls the words mashyjor and top an identification of the degree of work done on the engine The defining paragraphs (1) and (2) say what most of us know-that a major identishyfies complete disassembly and top identifies work outside the crankcase only The word major therefore has nothing to do with the standards of the work It only identifies what parts were disassembled And most important it does not define whether or not the enshygine was overhauled The word we reshyally need to understand is overhaul

The FARs devote considerable vershy

biage to the word overhaul They also address other terms such as rebuilt and remanufacture but first we should study just what an overhaul is by regushylation Lets look at the FAR 432 words in detail

Paragraph 432 Records of overhaul and rebuilding (a) No person may deshyscribe in any required maintenance entry or form an aircraft airframe aircraft enshygine propeller appliance or component part as being overhauled unless (1) Usshying methods techniques and practices acceptab le to the Administrator it has been disassembled cleaned inspected repaired as necessary and reassembled and (2) It has been tested in accordance with approved standards and technical data or in accordance with current stanshydards and technical data approved by the Administrator which have been develshyoped and documented by the holder of the type certificate supplemental type certificate or a material part process or app li ance approval under paragraph 21305 of this chapter (b) No person may describe in any required mainteshynance entry or form an aircraft airframe aircraft engine propeller appliance or component part as being rebuilt unless it

The engine overhaul is something that

most airplane owners understand or at

least think they understand When its

time for an overhaul you unbolt the

engine send it away send gobs of cash

and get back an overhauled engine

and a bunch of writing in the logbook

Sounds simple enough but is it really

has been disassembled cleaned inshyspected repaired as necessary reassemshybled and tested to the same tolerances and limits as a new item using either new parts or used parts that either conshyform to new part tolerances and limits or to approved oversized or undersized dimensions (Note Underlining is ours for emphasis)

What this tells us is that it isnt an overhaul unless it is tested and the stanshydard for this is the manufacturers overshyhaul manual (approved standards and technical data) or in accordance withshytechnical data that is approved by the Administrator Paragraph (b) goes on to define rebuilt as meaning the use of new standards and again testing is menshytioned as a requirement (It is probably appropriate to mention since we just read the FAR that there isnt much difshyference between overhauled and reshybuilt You can see that an overhaul to new limits could be the same as a reshybuild)

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

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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 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

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30 AUGUST 1996

MajororMemorexreg by Roy Redman Ale 6600

Sometimes You Need to Question Your judgement

Several years ago a cassette tape company ran a national TV campaign The focus of these ads was that you couldn t tell if you were listening to the real thing or to a recorded version They showed a clip of a concert hall pershyformer and then alluded to the fact that the sound you were hearing was really coming from a Memorex cassette The caption was Is it live or is it Memoshyrex

The engine overhaul is something that most airplane owners understand or at least think they understand When its time for an overhaul you unbolt the enshygine send it away send gobs of cash and get back an overhauled engine and a bunch of writing in the logbook Sounds simple enough but is it really What do you get for your outlay of $10000 to $15000 or more More to the point what should you get Do you get a Mashyjor or do you get Memorex

The mechanical portion of an overshyhaul is certainly a primary consideration and could fill volumes of printed matter What we are going to investigate here however is the paperwork side-the leshygality and the words What is required What do the words mean Who is reshysponsible And just what is an overhaul by regulations and what is not

An examination of what the FARs say about overhauls will get us started and serve as a framework for discussion We find most of the pertinent informashytion in FAR Part 43 entitled Mainteshynance Preventive Maintenance Reshybuilding and Alteration There are also Advisory Circulars on the subject idenshytified by the prefix AC These are considered acceptable data and are given the same credence by the FAA as regulation if applicable A prime examshyple is AC 4313-1A and 2A Note that the first number following the letters AC refer to the subject part of the

1 0 AUGUST 1996

FAR hence Advisory Circu lar AC 4313 obviously covers maintenance

AC 43-11 entitled Reciprocating Enshygine Overhaul Terminology and Stanshydards is an important reference We should note here that this AC comments on some Part 91 references in addition to the maintenance issues Part 91 is entishytled General Operating and Flight Rules With regard to maintenance this part outlines owneroperator responsibilities Keep in mind as we progress that the reshysponsibility for the records entries and record keeping is shared by the owneroperator as well as the person or agency performing the work

The FARs go to great pains to define major and minor repairs FAR 43 Appendix A covers nearly every repair or alteration you can think of but does not address the common use of the word major in an overhaul It refers to splitshyting the case or cra nkshaft of a supershycharged engine a geared (other than spur type) engine or special repairs such as welding plating or metalizing In this context the inclusion of any of these opshyerations in an overhaul requires a form 337 since they constitute major repairs

The common use of the word major with the word overhaul is addressed only in AC 43-11 paragraph 5b (1) and (2) This paragraph calls the words mashyjor and top an identification of the degree of work done on the engine The defining paragraphs (1) and (2) say what most of us know-that a major identishyfies complete disassembly and top identifies work outside the crankcase only The word major therefore has nothing to do with the standards of the work It only identifies what parts were disassembled And most important it does not define whether or not the enshygine was overhauled The word we reshyally need to understand is overhaul

The FARs devote considerable vershy

biage to the word overhaul They also address other terms such as rebuilt and remanufacture but first we should study just what an overhaul is by regushylation Lets look at the FAR 432 words in detail

Paragraph 432 Records of overhaul and rebuilding (a) No person may deshyscribe in any required maintenance entry or form an aircraft airframe aircraft enshygine propeller appliance or component part as being overhauled unless (1) Usshying methods techniques and practices acceptab le to the Administrator it has been disassembled cleaned inspected repaired as necessary and reassembled and (2) It has been tested in accordance with approved standards and technical data or in accordance with current stanshydards and technical data approved by the Administrator which have been develshyoped and documented by the holder of the type certificate supplemental type certificate or a material part process or app li ance approval under paragraph 21305 of this chapter (b) No person may describe in any required mainteshynance entry or form an aircraft airframe aircraft engine propeller appliance or component part as being rebuilt unless it

The engine overhaul is something that

most airplane owners understand or at

least think they understand When its

time for an overhaul you unbolt the

engine send it away send gobs of cash

and get back an overhauled engine

and a bunch of writing in the logbook

Sounds simple enough but is it really

has been disassembled cleaned inshyspected repaired as necessary reassemshybled and tested to the same tolerances and limits as a new item using either new parts or used parts that either conshyform to new part tolerances and limits or to approved oversized or undersized dimensions (Note Underlining is ours for emphasis)

What this tells us is that it isnt an overhaul unless it is tested and the stanshydard for this is the manufacturers overshyhaul manual (approved standards and technical data) or in accordance withshytechnical data that is approved by the Administrator Paragraph (b) goes on to define rebuilt as meaning the use of new standards and again testing is menshytioned as a requirement (It is probably appropriate to mention since we just read the FAR that there isnt much difshyference between overhauled and reshybuilt You can see that an overhaul to new limits could be the same as a reshybuild)

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

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30 AUGUST 1996

While were near the subject we should mention something about the term remanufacture although it has litshytle or no applicability to our old engines This term actually has no specific meanshying in the FARs It is however widely used by engine overhaul facilities and also manufacturers to describe an engine that has been rebuilt and granted zero time by the manufacturer or an approved agency (Ref AC 43-11 paragraph 7)

Well OK So it has to be tested to perfect the overhaul What does that mean It means that the engine has to be run The F ARs address this in a couple of ways First of all AC 4313-1A Chapter 14 paragraph 679 e Approval for reshyturning Engine to Service says in (2) Test run the engine to determine that the engine propeller and accessories are functioning properly (The lead parashygraph here 679 refers to sudden stopshypage However the reassembly and reshyturn to service would be the same as an overhaul The only difference would be the application of the overhaul standards in FAR 432) Further in addition to disshycussing definitions of major and top AC 43-11 paragraph 5b (1) states that A major overhaul consists of the complete disassembly of an engine inspected and repaired as necessary reassembled tested and approved for return to sershyvice (Bold type is ours for emphasis)

This brings us to the next step the reshyturn to service FAR 435 states No person may return to service any aircraft airframe aircraft engine propeller or apshypliance that has undergone maintenance preventative maintenance rebuilding or alteration unless-(a) The maintenance record entry required by paragraph 439 or paragraph 4311 has been made Parashygraphs 439 and 4311 speak to the conshytent form and disposition of mainteshynance records This means logbooks

So now we have come full circle We assume that we are entering into a mashyjor but understand that this term refers to degree of work And in order to be an overhaul a variety of things have to be accomplished including a test run Then the required logbook entry has to be made that not only includes the word overhaul but also the familiar words approved for return to service When all of this is accomplished the airshyplane can be returned to service merely with an entry in the airframe log that the engine has qeen installed

When the engine is approved for reshyturn to service by the overhaul facility no further entry is necessary in the enshygine log The engine just has to be conshynected on paper to the airframe in the airframe logbook A notation of this inshystallation also in the engine log is comshymon but isnt required

Well you say I know good 01 so-andshyso who does engines and he really knows

his stuff but he doesnt have test run facilshyities Now most of the engines we operate on our antiques and classics are getting pretty long of tooth- upwards to 60 years or so And the parts availability comes from outside the ne twork that many esshytablished shops are familiar with Yes there are fortunately a number of estabshylished engine shops that continue to sershyvice the old engines but a cottage industry of good 01 so-and-so guys is growing Great We need the support and the availability of engines But when you pay the price you should hear the fat lady sing in person and not on Memorex tape

When you pay for an overhaul thats what you should get-and it should be run and returned to service And what if its not Well it might work out just fine and Im sure the good 01 so-andshyso will give you lots of evidence that it will But just understand the position youre in You have a shiny new engine and youve paid the bill which probably was market price for an overhaul You have a logbook with an impressive enshytry-but nowhere do the words overshyhaul or approved for return to service appear There s a signature under the entry but all that really says is that the parts were assembled

You get your engine home and have an AampP install it Either he has to run it and add the words approved for return to service or your IA has to do thi s when he completes the installation or the annual Now one or both of these guys is certifying the airworthiness and the critshyical first couple of hours of run-in is on their shoulders The best of all worlds is that everything goes just fine and it usushyally does But if it doesn t Human nashyture steps in with all its vagaries The enshygine builder assumes that the installer did something wrong ran it in impropshyer ly etc The installer assumes that something wasn t done right in the asshysembly And youre in the middle Any they re probably on the phone a lot tryshying to solve the problem Assuming the best from all concerned it probably works out in the end But it could go anshyother direction

Consider this-we were expecting an engine from a respected engine shop to meet a deadline for a customer On the promised ship day we got a call The enshygine had flunked the run-in After two hours of test stand running there was suspicious metal in the oil The shop owner felt that a teardown was in order I won t go into chapter and verse on the problem but will just say that it was something that could happen to the best-and it did People all over the country are flying behind engines from that shop with pride and confidence and rightly so The engine arrived two weeks late but no one minded the delay The clear lesson is that the first couple of

hours belong on the test stand The good shops wont have it any other way

Before we conclude we need to take another short visit to the FAA data AC 43-11 paragraph 8 covers overhaul facilishyties and the FARs they are required to comply with FAR 4313 a and 4313 b (-but dont confuse these with AC 4313-1A and 2A) In brief these parashygraphs require practices tools and test equipment consistent with industry stanshydard as well as those recommended by the manufacturer (found in the overhaul manual) Paragraph b addresses owneroperator responsibilities as outshylined in FAR 91405 and 91417 These paragraphs point out among other things that the owneroperator Shall ensure that maintenance personnel make approshypriate entries indicating the aircraft has been returned to service and also the responsibility for keeping the aircraft records and detail required therein

So now youre going to have your enshygine overhauled-or you want one overshyhauled for that new restoration Despite the age of our engines there are many respected engine shops out there And there are several good 01 so-and-sos working in their hangars or home shops who deserve a shot and do great work Select the situation that feels comfortshyable to you Heres some suggestions 1 When interviewing your shop or engine builder ask the critical questions Will it be test run And will you sign off apshyproval for return to service Usually if the first is affirmative the second will be as well 2 Determine if the overhaul will be to service limits or to new stanshydards We didn t touch on this in order to not ge t into the mechanical details but you should know what you will be gett ing for your buck This can affect the cost and definitely the longevity of your engine Then after you have seshylected your engine shop - 3 Get a copy of AC 43-11 from your FSDO and reshyview it carefully It isnt too long and has some good information (Part 91 has been revised since it was printed and the references should read 91405 91417 and 91421) 4 A stroll through FAR Part 43 will help specifically the parashygraphs I mentioned and also those refershyenced in AC 43-11 (You don t have to become a regulations freak There isnt that much and they specifically address your concerns) 5 When you get ready to pay the bill read the logbook entry carefully If youve absorbed the Part 91 references you will know what your reshysponsibilities are and what you need to see in the entry

More than likely the answers to your questions will be positive and your conshycerns welcome Our hobby and our inshydustry is full of good folks and skilled craftsmen Im sure all will agree that in todays world you can t be too careful

VINTAGE AIRPLANE 11

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

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30 AUGUST 1996

lets and was disappointed to find that Waterbury Brass had gone out of busishyness The eyelets called out in the blueshyprints were no longer available so like everybody else its time for a revision to Custom my Chief restoration plans

Chief Pete and Mark Rowe gussie up a old post-war favorite

by HG Frautschy

If you can tear yourself away from the photos and that American LaFrance Fire Engine Red finish Ill tell you all about it Last month I wrote about a very original Aeronca Buck Hilberts 15AC Sedan N ow heres the other end of the specshytrum a custom airplane with plenty of neat features

Pete and Mark Rowe (Pete is the dad Mark is his son) Midlothian TX liked what they had seen in other recent Chief restorations Densel Williams Aeronca llCC Super Chief winner of the Grand Champion Classic trophy at EAA OSHKOSH 92 was mentioned by them as one of the nicest airplanes they had seen but they wanted to head in a differshyent direction when they started their restoration From the outset Pete and Mark werent looking to go trophy huntshying so an original airplane wasnt reshyquired They just wanted a super nice looking airplane they could fly Since they both live in the same fly-in commushynity Eagles Nest Estates it wouldnt be too difficult to split up the project beshytween the two houses

In 1992 Marks wife Dana saw an ad in the Dallas newspaper for a side-by-side airplane She liked flying during the evening in Mark s cheap Champ and the thought of an airplane in which she could sit next to Mark appealed to her He charged off to look at the airplane and decided to buy it They acquired the non-flying Chief project after it had been covered but after looking at the workshymanship they felt they could do better so the cover job came off A close inspecshytion of the fuselage frame was made after bead blasting and no tubing replacement was needed A complete job of priming and painting the tubing was done before the rest of the work was started on the fuselage The tubing is finished with a

12 AUGUST 1996

new Sherwin-Williams paint and happens to be a Mac Truck Cream one of only about a half dozen colors Mac uses

The firewall was still in good shape and new cowl fasteners were secured in place Already changes were being planned The upper engine cowl piece was held in place on the original airplane with Dzus fasteners As a retired army pilot Pete had his fill of the screw head style quick turn fasteners so he decided to secure the cowling with screws and create a new oil fill accessinspection hole similar to one you see on a Cessna 150 or 172 The door neatly fits in a recess made with a flange that is flush riveted to the upper cowl and it locks in place with a Hartwell latch

One of the reasons they wanted to start from scratch restoring the airplane was the way the lower fuselage looked when they brought it home The plywood fuselage formers had deteriorated so badly that the covering had a baggy look to it detracting from the lines of the Chief After the covering was removed an inspection of all the formers showed that the plywood had been crushed and splintered particularly in the area where the brass Waterbury eyelets secured each former to the fuselage tabs A trip to the wood shop saw the creation of the new set of formers and stringers As is so comshymon these days the new set of formers were secured with bolts and washers To save a little weight (every little bit helps since there are 31 bolts used) I have seen a number of Champ and Chief restorers use aluminum bolts washers and nuts to secure the formers

Waterbury eyelets Nos 9889 and 10120 used to be made by the Waterbury Brass Corp in Waterbury CT Eleven years ago after I moved to Connecticut I went looking to find a source for the eye-

The metal nose bowl wasnt too bad and it was retained To add the finishing touch a spun aluminum spinner blank from Bob Carr was finished off by the Rowes Using old copies of factory blueshyprints Bob has carefully matched the contour of the original spinner for his blank which the Chief restorer can then finish to suit his installation of a metal or wood prop You can reach Bob at 506 Heavitree Garth Servena Park MD 21146 for more information on his blanks

The project didnt come with wheelshypants and while they could have searched for a pair of metal ones a set of fiberglass wheel fairings would be more durable esshypecially around young kids Toughness meant more than originality in this reshygard

Still they maintained an original look by covering the landing gear A-frames with fabric Many Aeroncas are missing the fairings used at the landing gearfuseshylage juncture and thats a shame - they do a lot for lessening intersection drag (an area that a Champ or Chief could stand some improvement particularly at the strut attach points) Since the project didnt come with the fairings they made theirs up by making a pattern out of cardshyboard and trimming it until they had a shape they liked Only then did they whittle a new set out of aluminum

Another area they gave detailed attenshytion to were the exit points for the control cables - ABS plastic control exits made for large scale radio controlled model airshyplanes were used resulting in a neat clean installation They softened them up with methyl ethyl ketone during the covshyering process and both restorers were pleased with the level of adhesion the ABS plastic exhibited

Aeronca oleo landing gear struts need attention during their lifetime and during a restoration its a good idea to take them completely apart for inspection While removing the piston from the cylinder reshyquires the services of a machine shop (a lathe and a torch are some of the tools reshyquired) the rest of the working parts of the landing gear can be easily inspected Many years ago an AD was issued to enshysure that any phenolic pistons were reshymoved from service but every now and then one still shows up and must be reshyplaced Pete and Mark disassembled the gear by removing the oleo from the case frame driving the pin out of the spring reshytainer and inspecting the spring itself and the piston Peering through the oil fill hole with the piston bottomed out will reshyveal if the piston is aluminum or the outshylawed phenolic A close look revea led

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

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process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

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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 1shy800-843-3612

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406 388-0170 Repair station No QK5R148N (0387)

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Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

one strut had been replaced since it bore the Univa ir name and PMA stamp Forshytun a te ly th e piston shafts were in good shape so a new graphite imp reg nated rope seal was insta lled and the struts reshyassembled and filled with hydraulic oil

On the other end of the fuselage they still had an original Scott stee rable nonshyswivel tai lwhee l comple te with a Made Fo r A e ro nca by Sco tt brass p la te It needed a new bushing which a friend who is a profess ional machinist was able to reshyplace for the Rowes While the non-swivel configuration can make maneuvering by hand on the ground a bit more cha llengshying it is still one of the lightest tailwheels you can install on the Chief Tha t far aft of the cG every pound counts

The wings presented a completely difshyfe rent situa ti on Man y of th e stamped a luminum ribs had been be nt and or crac ked but fo rtuna te ly a ll four spa rs

14 AUGUST 1996

were fo und to be in good shape afte r a complete inspection One wing at a time was completely disassembled at a time so that the other could be used for reference in conjuncti o n with th e blueprints and service manual All of the steel and alushyminum fittings were checked for crac ks and corrosion and then the wings were reshyassembled Each of th e m took abo ut 5 months of part time work to finish and be ready for covering

T he sheet metal fo r the forward fu seshylage needed to be replaced and they did no t have a wind shi e ld fl a nge re ta in e r strip Out came the meta l working hamshymers and a pine wood block carved with a close approximat ion of th e curve of an old beat up retainer they found and after a few tries (six to be exact) they came up with two retainers they were able to use

They even put the ir sheet metal hamshymering skills to use making up a new set

of heat muffs for th e exhaust stacks Usshying an original set of muffs as a mold they built a ha mmering mold o ut of plaster Surprisingly because they made the mold at least two inches thick the plaster didn t crack while they were pounding away on the dead soft aluminum used for the new muffs In fact another frie nd is now usi ng the molds to make his own heat mu ffs for his project

The Continental A-65 engine itself was in pre tty good shape with only 11 hours on it since a major overhaul All of the accessories were stripped off the engi ne and ove rh auled Because it had sat for quite a while it was reassembled with all new rubber induction tube couple rs and any othe r gasket o r hose on the outside was also replaced with new items

The exhaust pipes shine with th e un shymistakable sheen of stainless steel yet the stacks th emse lves a re still th e o rigina l

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

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process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

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ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

(Above) Mark and Pete Rowe (I-r) father and son restorers take a spin in their specshytacular Chief

(Right) All of the interior sheet metal was beautifully finished in wood grain by Pete Rowe The interior was finished in the spirit of the original but in a way you might have seen if Aeronca offered a super deluxe version of the Chief

VINTAGE AIRPLANE 15

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

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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 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

mild steel How co uld that be Clever Mark wanted a good looking set of stacks so he dressed up the original style stacks wit h a pair of stain less stee l tube cuffs that slip over the mild steel stacks and are secured with a through bolt

A set of overhau led Bendix-Scintilla magnetos supply the ignition power through unshielded leads A metal whip antenna and an lcom hand-he ld radio with a noise blanking circuit seem to work fine with the unshielded ignition allowing communications over a 50 mile range

The interior work was one area where the Rowes paid close attention to the litshytle things The headliner was supplied by A lexander Aerop lane (now Aircraft Spruce East) Neatly pull-tied into place a light mist of water shrunk the liner in place A very professional looking job even the holes for the aileron cables were trimmed in a clever way - so often theyre just run through a slit cut in the headliner Petes wife Barbara Jean did it differshyently and it really looks nice After fitshyting the headliner she used the buttonshyhole stitch on her automatic sewing machine to put in a pair of large buttonshyholes on a couple of pieces of leftover scraps for the aileron cables to exit Sewn in place with some cording used to finish the edges its neat simple and because of their close proximity to the edge of the headliner their position was fairly simple to plan out

Another neatness item was the use of blind tacking cording to cover the edges of the windows Using single edge cordshy

(Above) Here s more of the woodgrain work done by Pete Rowe

(left) Even the stuff you don t usually see was well taken care of during the restoration You can also see the beautiful polshyished stainless steel heel plates installed with hook and loop fasshyteners

ing doesnt look as neat since the small brads used to secure the cording sti ll show after installation The sma ll diameter double cording is installed by spread ing the cords apart nailing a tack through the fabric between the cords and then allowshying the cords to fold over the tack hiding it from view It makes for a very clean looking installation

While you can have a Chief instrument panel refinished using the original woodshygraining method Pete decided on doing the painting A coat of flat oil based paint was first painted on the panels (inshycluding the rudder cable cover in the cockpit and the top of the baggage cover) He then flogged the paint surface beshyfore the paint dried to give the base coat some texture to it After waiting a day a coat of glaze tinted with burnt umber was used as the grain which was created usshying a painters woodgraining tool along with some small paintbrushes and feathshyers After allowing that to dry for four or five days 10 coats of automotive clear coat enamel was applied

The panel you see now is actually the second time he did the work - the first time he clear coated the finished panel using a lacquer and was heartbroken when the other paint was lifted and rushyined Whi le he says the first time was a better job I cant see how thats possible shy

his work on the second panel is a very pretty custom panel for a Chief keeping the spirit of the original but adding someshything personal to it

All sorts of little things catch your eye as you look the airplane over One of the neatly done items in the cockpit is on the floor A pretty set of stainless steel heel plates were made by bending the edges filling the corners with silver solder and then polishing them to a high luster You hate to think of them being touched by a shoe or boot Maybe its best flown wearshying a pair of bedroom slippers

The standard Aeronca tail logo didnt meet with Petes approval either He wanted something different and he found it on the cover of the airplanes service manual On the cover was a stylized logo that looked sharp Blowing it up to twice its original size coupled with a little work with a pen and french curve gave him something he could take to the signshymakers shop Scanned on a computer it was then run through a program that drove a cutter creating a vinyl mask The mask was then used to spray paint the logo on the fin Neat

Fuel gauges are always a challenge for Aeronca restorers The original gauges used a hollow copper ball float soldered on a pivoting arm moving a sector gear meshing with a pinion gear mounted on a

rotating drum Did you follow all that As the unbushed pivot points would wear in the cast aluminum the gears wou ld fail to mesh and the gauge would become even more inaccurate Its always been true that something cheap to build in the first place can be maddeningly diffishycult to rebuild The gauges used in the Champ and Chief are no excepshytion req uiring extensive machine work to rebui ld them Fortunately for the Rowes their aft fuel gauge for the 8 ga llon auxiliary tank was in good condition

Continued on page 27

16 AUGUST 1996

MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

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MEMBERS PROJECTS around the world ------------------------------- by Norm Petersen

Bucker Jungmeister Bu 133C in Germany

This magnificent 1937 Blicker Jungshymeister Bli 133C SIN 5 registered DshyEKRE in Germany (ex U-58 ex HBshyMKF in Switzerland) was restored from a basket case over a period of nine years by Erich Reichart (EAA 153889) of Babenhausen Germany Powered with a Siemens amp Halske SH-14a enshygine of 160 hp using two carburetors and swinging a Hoffman propeller the Jungemeister is capable of unrestricted aerobatics and is in a class by itself for control feel Erich who is a retired Lufthansa 747 Captain purchased the airplane from the late legendary Alshybert Ruesch of Switzerland an aeroshybatic instructor for fifty years At preshysent Erich reports there is only one remaining overhauler of the SH-14a enshygines in Germany and a major overhaul costs about 60000 DM (about $40000)

Erich Reichart is pictured flying the Blicker over the green fields of south central Germany Photo taken from a Blicker Jungman

VINTAGE AIRPLANE 17

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

For Round Engine Classics Any Size Radial From PTs to Constellations

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Our proprietary electric oil scavenging and shutoff system is 100 foolproof and safe Th is kit is cockpit-controlled with guarded switches and annunciation lights 12- and 24-volt systems available

Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

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AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

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AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

Macchi MB 308 in Argentina

This photo of an Italian-built 1948 Macshychi MB 308 registered LV-RZF in Arshygent ina was sent in by owner Gustavo Daniel Martinez (EAA 394889 AC 18166) of Merlo Argentina South America Conshystructed primarily of wood the two-place side-by-side MB 308 features a full canshytilever wing and tail group tricycle landing gear with a steerable nosewheel and dual swing-up doors on the cabin A single fuel tank above the baggage compartment (and behind the rear wing spar) is either 60 or 80 liters depending on engine Built in Milan Italy the MB 308 is powered with a Contishynental A-65 C-85 or C-90 engine swinging a wooden propeller With a C-85 the empty weight is 858 Ibs gross is 1364 Ibs and norm al cruise is 108 mph with a 40 mph landing speed Slotted flaps use 15 degrees for takeoff 60 degrees for a normal landing and 75 degrees for a braked landshying The MB 308 was also built as a twin float seaplane with a C-90 being able to take off from the water in 240 yards

Auster J1 Autocrat in Denmark

From Vamdrup Denmark comes this neat photo of a 1946 English-built Auster J1 Autocrat registered OY-AUY in Denmark and owned by Leif Nissen of Kolding Denmark (The beautiful scale model in the foreground was built by Tommy Olsen) Powered with an inverted four-cylinder Blackburn Cirrus Minor ITA of 100 hp the Auster can carry three people (two in front and one crossways in the aft seat) at a cruise speed of 100 mph Empty weight is 1052 Ibs and

gross is 1850 Ibs for a useful load of about 800 Ibs Sharpshyeyed readers will note the Taylorcraft influence in the design of the landing gear the wings (NACA 23012 airfoi l) struts and tail surfaces as the Auster firm evolved from the license building of American Taylorcrafts Leif Nissen is a bricklayer by trade enjoys flying the Auster on weekends and is an acshyitve member of the Danish KZ amp Veteranfly Klubb (EAA Chapter 655)

18 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

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process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

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SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

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ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

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The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

Spanish Bucker Jungmann CASA 1131 in Chandler Al

This photo of a CAS A 1131 Jungmann N595BJ SIN E313-595BJ was contributed by the engine installer Joe Kryshybus (EAA 140019) of Santa Paula CA Seated in the cockshypit is ownerlrestorer Mike Christine (EAA 398889 A C 20372) of Chandler AZ Mike who is a Northwest Airlines 727 Captain and Joe Krybus complete ly restored the Jungshymann over an eight-month period in 1994 following a colshylapsed landing gear accident on the way home from EAA

Oshkosh 93 Included in the restoration was the prototype installation of the Chech-built LOM four-cylinde r in-line enshygine of 140 hp in addition to the new cowlings and propeller (Note the le ft-hand turning prop) Mike reports the paint scheme is exact ly as the airplane wore while in Spanish Air Force training service To the full credit of the restorers the restored Jungmann has won trophies at EAA Oshkosh 95 and Sun n Fun 96

Working on a project of your own Send your photos along with a short story about your airplane to

HG Frautschy EAA PO Box 3086 Oshkosh WI 54903-3086

Golden Oldie August 21 1949 - Stinson 108-3

This vintage photo of a 1948 Stinson 108-3 NC6197M SIN 108-4197 was taken at Bar Harshybor Airport Trenton Maine on August 21 1949 The pilot Ralph Mower is now a retired Delta Captain The photo was taken by a Banshygor Daily News staff photographer during a breakfast flight gathering 01 87M was finally sold to a man in down east Maine then through a series of owners in New England Missouri Texas and Florida before being purshychased by Damascus MD resident John Baker (EAA 94082 A C 14103) and his wife in 1986 They flew the Stinson for nearly a decade beshyfore taking it down for a complete restoration After replacing over twenty feet of tubing and sandblasting the fuselage the four-placer is starting to go back together again John Baker would enjoy hearing from other Stinson owners and is especially interested in a source for Stinshyson parts - such as a dash-3 rudder and elevashytors Call John at 301-253-1071(Home) or 301shy253-5105 (Work) Johns address is 25904 Reva Drive Damascus MD 20872

VINTAGE AIRPLANE 19

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

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30 AUGUST 1996

Stearman Richard Hansen wit h a recovered boyshyReunion hood memory - the fuselage of a Stearshy

by Richard T Hansen Ale 1961 9

And you thought finding one in a barn was tough

Octobe r 24 1941 - Fifty mil es east of Fres no CA three P-40s di sappea r in a storm at night in the central Sierras

A few days late r on October 29 1941 22 planes we re se nt on a sea rch miss ion for the Curtiss fighters One of them was a PT-17 Stearman piloted by Lt James E Mil es Jr with Corp A S Taylor as obshyse rve r As a youngste r Id seen the Lieushytenant and Corporal fly by at low level as they headed up a valley

It had bee n 47 years since as a boy of 11 years old I had been back to the site of where the biplane had crash-landed

On June 91988 while on a fishing trip on Dinkey Creek above Balch Camp with some fri ends of mine I took a side trip up th e ravine to wh e re the a irpl a ne had crashed The fishing trail crosses the lower e nd of thi s rav in e but sin ce it is a ve ry steep climb with lots of brush and no trails to fo ll ow and havi ng hea rd a t th e time that the Army had come in removed what they could from the airplane and then dyshynamited what was left I never went back It s funn y how tim e plays tricks on your memo ry but I sho uld go back 47 yea rs and start at the beginning

Balch Camp sets in the fork of Dinkey Cree k a nd the no rth fork o f th e Kin gs River in the foothills of the central Sierras about 1200 feet elevation and 50 miles east of Fresno Califo rni a The re is a Pacific G as amp El ec tric Company powe rhouse th e re and most peo ple who live th e re work in the powerhouse or in some other

20 AUGUST 1996

way for Pacific Gas amp Electric Company I moved there when I was ten years old

with my brother and my mother a school teache r There was an elementary school th ere th at consisted of e ight grades My mother taught all e ight grades The total enrollment was six boys and three girls It was a great place for a ten year old boy to live Summe rs we re fill ed with fi shin g swimming and explorin g the mountains Fa ll was for touch fo o tball bas ke tball hunting and listening to Notre Dame footshyball games on the radio Winters were for ma kin g mode l a irplanes and airpl anes were an exciting thing to me

I spe nt hundre ds o f hours buildin g mode ls a nd rea ding eve rythin g I could about a irplanes a lso lis tening to stories my mother would tell me about my fath er Ea rle E Hanse n who was a we ll -known pilot

I rea lly don t rem emb er much about my fa th e r as I was ve ry young wh en my parents separated I do however have his scrapbook with clippings and pictures o f his many exploits

He was a test pilot a well-known racing pilot ba rnstormer airline pi lot and a irshyplane designer The re is an article in the December 1939 issue of Popular Aviation that tells about an airplane that he and a fe llow named Con Ellings ton designed and built You may recall it was the Mysshytery Plane here in Vintage Airplane a few months ago You coul d te lescope seven feet off the wings whi le the airplane was in

man he had seen fly past his home when he was eleven years old

flight and with a 90 hp LeBlond air-cooled engin e and its top speed was just und e r 170 mph Then extending the wings while in fli ght it would land at less than 40 mph On e of th e s t o ri es my moth e r to ld me about my fath e r was about wh en he was working on this airplane my mother would se nd him money to eat on but he wo uld put the money into the airplane He would then steal milk off of doorsteps to live by My fa ther was killed in an airplane crash while in the service in 1942

One day October 29 1941 to be exact th e story o f th e St earm a n begin s It is amazing to me how clear my memory is of some of the events that foll owed and just as amazing how I remember some things differently There was an article in the pashyper at the time stating that the reason for the crash was engine trouble That was Lt Mi les story This is the story as I rememshybe r it It differs from Lt Mile s s to ry partly beca use I later became a pilot and because I know the country so well I could see exactly what happened and exac tl y why Lt Miles got into trouble

I was outside when the a irplane came ove r Balch Camp It was very low and here is where my memory plays tricks on me I remember it being blue and yellow whi ch it was but I had it pi ctured in my mind as a low wing single wing airplane

Both the pilot and obse rver were grinshyning and waving to us They were having fun and I think at the time the las t thing on the ir minds was looking for down ed

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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30 AUGUST 1996

aircraft We watched as the airplane disshyappeared up Dinkey Creek It was late the next day that the pilot and his observer found th e ir way down to Balch Camp They had crash-landed in a ravine Neishyther the pilot or his observer were hurt in the crash The area where they crashed is very rugged country and unless you were familiar with the area it would be very difshyficult to find your way out There are no roads and the only trails a re dee r trails At th at time the re was a man named Ed Kiely who lived at Balch Camp Ed was very familiar with that particular area and from Lt Miles and A S Taylors descripshytion of the area of the crash site he was able to retrace their footsteps and locate the airplane It was a simple thing for my brother and I to find the airplane as Ed Kiely after finding it had tied white rags on the bushes leading to the crash site so that the Army could follow them

The airplane was sitting in a very narshyrow ravine just below a small cliff and was facing back down the ravine I remember that day very clearly To an 11 year old boy who loved airplanes this was the best thing that could have happened Here was this airplane that you could get close to you could stare at it touch it crawl all over it and sit in the cockpit My brother and I took the sta r insignia off th e wing and removed the sea ts (why the seats I don t know) and carried the m back to Balch Camp re turning after dark We had plans to go back and get the propeller but we heard the Army was going in to take what they co uld from the airplane and that they were looking for the ones who took the seats Well it s pretty easy to scare an 11 year old and a 13 year old so we didn t go back probably figuring that we were lucky we werent in jail

The Army according to an a rticle in the paper did take 17 me n led by Ed Kiely to the crash site to carry out what they could Because of the ruggedness of the country and there being no other way at the time everything taken from the airshyplane had to be carried out by the men It was at this time that I heard that the airshyplane had been dynamited and that there was nothing left

Upon completion of grammar school I left Balch Camp and moved to Fresno to start high school but I have never lost my love for the mo untai ns and have been back to that area fishing many times Id always been curi ous as to what if anyshything might have been left of the airplane Still since it is a long steep climb from the fishi ng trai l and not expecting there to be anything left I never went back until the fishing trip of the 9th of June

This time I needed once and for all to satisfy my curiosity about the airpla ne Dropping our packs on the trail we started up the ravine I tried to go back in time and remember the ravine Some of it looked familiar and some of it didn t I reshy

membered the ravine being very narrow a nd th e a irpl ane came to res t unde r a small rock cliff and th at the re were two small pine trees that the airplane hit as it came down We came upon and passe d two rock cliffs that I knew we ren t th e ones th a t we were looking for and I started to doubt my memory as to whether this was the right ravine However conshytinuin g on the ravine started to narrow and in the distance I could see a small rock cliff that did look familiar As I climbed toward the cliff the first part of the airshyplane I came upon was the center section of the top wing It had washed down the ravine and there was just a frame laying in the rocks and brush

There was a feeling of relief After all that time I had found my way back to the crash site I also had a feeling of di sapshypointment though because maybe what I had heard about the airplane having been dynamited was true but 50 feet further still under the rock cliff was the airplane It had not been dynamited as I had been told but it had been completely disassemshybled with parts scattered all around The fuselage was intact with very little damage and incredibly after laying out in the weather all that time there was very little rust The airplane had bee n stripped of most everything that could be carried out including e ngin e prop whee ls instrushyments and much more However all the cowlings the ta il surfaces all th e wing hardware (most of th e wood had rotted away) and the landing gear although damshyaged was still there

It s like I had stepped back in time With the exception of the pine trees that were missing it was exactly as I had reshy

of room and faced with the possibility of going straight into the mountain e lected to turn up this ravine

There is no question that the airplane could not climb out of the ravine Because of the steepness of the terrain and with rid ges on both s ides the cras h was inshyevitable The airplane must have stalled just above the ground judging by the small amount of damage that was done It apshypeared to set down almost flat rather than going in on its nose I remember that the wooden propeller was unbroken and that most of th e damage was to one wing and the bottom of the fuselage At the time that was the only damage that I rememshyber

I took some pictures of th e airpl ane where it lay It was almost hidden with poison oak growing up through the fuseshylage and parts scattered under the trees I thought that see ing th e airplane again would satisfy my curiosity and that I would be able to wa lk away from it happy to have seen it again and happy that it hadnt been dynamited

But as I walked back down the ravi ne toward Dinkey Creek I couldnt ge t the airplane out of my mind See ing it again had opened up too many memories and I knew then that this would not be the last time that I would see the airplane

Upon returning to Fresno I contacted

Rory Rogers of Rogers Helicopters flies a company Hughes (now McDonnell Doushyglas) SOOE with the fuselage of the Stearshyman slung below One more tr ip was made to collect the other major airframe parts

membered it - sitting in a small open -------------------71 area under the rock cliff with steep ridges on both sides I could picture the airplane the way it was the day I had first see it tail high with one wing resting on the ground and the other side in a tree

I must ex plain my ea rli e r comshyment of what I think happened and why Lt Miles go t into trouble Whe n Lt Mi les came over Balch Camp he was very low probably no more than 200 feet The Dinkey Creek Canyon is fairly wide at this point but it starts climbing rapidly from Balch Camp and the canyon narrows There is a bend in the creek about four miles above Balch Camp You can t see aro und the bend a nd the ter rai n goes from brush and scrub oak below the bend to pine trees above it There is a rapid ascent in e levat io n which is evident by the increase in waterfalls and white water in the creek itself Im sure that Lt Miles especially if he was flying with little a ltitude rather than en te r this area tried to turn aroun d in the canyon ran out

VINTAGE AIRPLANE 21

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

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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 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

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406 388-0170 Repair station No QK5R148N (0387)

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Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

Rogers Helicopters to find out if it would be possible to get the airplane out Findshying out that it was possible meant another long wa lk back to the crash si te to pull everything out in the open and bundle it up to where it could be airlifted out I also talked to Harold Kindsvater who restores German airplanes and he was interested in my story and the photographs that I showed him At this point I was still sure that this was a single wing low wing airshyplane but Harold was able to determine from the pictures that it was a PT-17 Stearshyman Now when I search my memory I do remember taking the star insignia off the top wing but I had all those years reshymembered that part wrong

I was aware that a number of people had been looking for the ai rplane for the last two years It gets very hot in the canyon in the summer There are a lot of rattlesnakes and the country is thick with poison oak This along with the unlikely

The rugged Stearman airframe helped Lt Miles and Corp Taylor survive what must have been an exciting slide down the side of the hill and through these rocks As seen here some of the parts had been repositioned by the Army salvage crew sent in to remove what could be packed out and to destroy the rest Fortunately they didnt really dynamite the airframe allowing for its eventual recovery

spot the airplane was in and the ruggedshyness of the terrain probably prevented its discovery

I don t know just when I made the decishysion to ge t the airp la ne Maybe it was when I realized that others were looking for it and some how it just didnt seem right th at anyone else should have it It just seemed right that thi s a irplane was more special to me because I had sat in it as a boy and dreamed of someday flying an airplane like that Then all of a sudden I realized that just maybe this ai rpl ane could be put back together and fly again and I could fulfill that dream I had when I was 11 years old

On the 3rd of July Don Huston a frie nd Phil Raymer my son-in-law and I returned to th e crash site to see a ll that was there and to see just how much damshyage was done in the crash We spent about three hours clearing all the brush and poishyson oak away from the fuselage gathering all the parts we co uld find and moving everything out into the open so that it could be ai rli fted out It was disheartenshying because there was a lo t of damage done by the Army when they had disasshysembled the airp lane a long with more damage in the crash than I had rememshybered I star ted to have doubts as to whether all of this was really worth it Reshyturning home to Fresno I found out some of the people who had been looking for the airplane had gotten very close to the

Heres what Richard found when he hiked back to the site of a crashed Stearman he had visited as a lad shortly after the airshyplane went down with Lt James E Miles Jr and Corporal AS Taylor as observer Both survived the accident and walked out of the valley to the town of Balch Camp in the foothills of the central Sierra mountains in California The elevator and stabilizer lie next to a boulder while the stripped fuselage is overgrown with brush and trees in the background

crash site so a decision had to be made and I decided to get the airplane Again I contacted Rogers Helicopters and talked to Rory Rogers and we made plans to reshytrieve the airplane

There is a helicopter pad at Balch Camp which by helicopter is only about four or five miles from the crash site On the morning of July 14 Don Huston and I drove there with a 21 foot flatbed trailer Rory flying a Hughes SOOE helicopter and with my son-in-law Phil Raymer as a passenger met us there at 800 am pickshying me up at the pad Rory dropped us off at the crash site

I have to say that Rory did an incredishyble job Dropping us off within 30 feet of the airp lane and holding the copter against the mountain with one skid while we climbed out he then dropped us slings and a cargo net It only took a few minshyutes to hook up the fuselage and Rory reshyturned with the fuselage to the pad where he set it down on the trailer with Don Huston unhooking the slings

By the time Rory returned Phil and I had the rest of the airplane in the cargo net and Rory took it back to the pad He then returned to pick us up again with one skid on the top of the small rock cliff When we got back with the airplane setshyting on the trailer the whole ope ration had taken less than 40 minutes and went off perfectly but that was due to some outstanding flying by Rory Rogers

That was a very exciting day for me and in the two hours it took to drive home I must have looked in the rear view mirror 100 times Whe n the airplane was unshyloaded from the trailer and we partially reshyassembled what we had the airframe with a pe rfect rudder and all the cowlings in place it was an incredible feeling

I havent been able to contact Lt Miles or A S Taylor I know that they or for that matter any of the 17 men who went in to retrieve the airplane could add to this story As for th e airpl ane itself it was built June 10 1941 and crashed on Octoshybe r 29 1941 The airplane had 309 hours on it a nd re ma rks on the hi story card stated bluntly

Wrecked 10-29-41 Balch Camp Cali f James E Miles Jr 2nd Lt fo rced landing mo unt a in s underca rria ge and win gs wrecked complete wreck

This story that started 47 years ago is no t over It won t be until this a irplane flies again It needs lots of parts and many hours of work But the story can end when this airpl ane hopefully fl ow n by me can fly over Balch Camp down canyon wiggle its wings and give some othe r 11 year old boy living at Balch Camp the thrill that it gave me 47 years ago

Next MonthshyBringing the Stearman back from the trash

22 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

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MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

EAA AVIATION CENTER PO box 3086

Oshkosh WI 54903-3086 WEB SITE httpwwweaaorg

E-MAIL Vintage eaaorg PHONE (414) 426-4800

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MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

company stack up

US and Canada call

800-276-5207 Not available in Quebec

CiWiMco-INSURANCE COMPANY

NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

PASS db BUCK by EE Buck Hilbert EAA 21 NC 5 PO Box 424 Union IL 60180

The phone rings and without even an introduction the question is Did you see it I didnt bother to ask What This is probably the fourth or fifth call Ive had and the subject is the cover airplane for the July Vintage Airplane HG our editor wrote a really nice article about the background and the restoration of this beautiful Aeronca Sedan If you hadnt already noticed he really gets his aviating jollies over this airplane (Shucks Ive been found out - HCF) I have an ulshyterior motive in letting him use it When I get it back its all cleaned up and shinshying like a new dollar bill

When you get this issue if you were in Oshkosh for the big show youll be relaxshying after an event filled convention and our twenty-fifth anniversary will be hisshytory If youve just received this copy when you signed up for the Division while at Oshkosh welcome Im hoping that many of the original founding members will be there Were awarding memorial plaques to each of them as they come up on stage Monday night at the Theater in the Woods program This promises to be an Antique and Classic year all during Oshkosh with Parades of Flight a disshyplay of Past Champions an bulletin board

More Aeronca goodies from John Houser Does your Sedan need a bit more oomph to climb out of that short strip or pond Then why not give the twin Sedan a try This was an experiment tried in 1950 with the first Sedan NC39800 (It was given an NX designation during these tests) Buck says the smaller Contishynental in the nacelle is a trolling moshytor for overwate r flights

Also note the small hole in the left wing root fairing presumably for cabin fresh air similar to a Cessna Another change from the production Sedans was also tried on this airplane at the same time Can you spot the difference

of letters from some of these original members bull sessions interviews and programs all illustrating how much the Division contributes to the overall EAA picture Material examples that can be actually seen and fe lt include the Ford Trimotor the new Wittman Hangar and the system for judging of aircraft that was pioneered by the Division as well as the AntiqueClassic Hall of Fame

Not to be forgotten either are the ones who played an important part in our forshymative years but who have Gone West as the QBs say or others who for pershysona l reasons physical and otherwise who can t be there in person We will send plaques to the ones still living and enshrine in our history book the ones no longer with us

Your Division Has it all as Butch Joyce says and I hope everyshyone enjoys that thought as much as I do

The aviation Rules Groups (ARAC) are sort of in limbo with the shake-ups occurring in the FAA As usual we are looking at new faces and places as the shakeup takes away those we were working with Again and again the whole

3u we 1 faw aals f IM paJalloJ uaaq Sf1 3al IJf3 uopnpOJd OJU I apfw Jallau IJ4M un laas 3ufJds f S Jfa8 3uIPUf1 al - snJS pJm gtJ0ls aa3unq al) alf1 l usaoP Jfa3 3uPUf1 al1

process will stand still for a while until reshyeducation takes place I just hope we dont lose all the work and effort that has gone before Charlie Schuck and I will hang in there and since we have been acshytive from the beginning maybe we can be part of that re-education process and show the newcomers what the EAA and its members are all about

Finally we have had some nice weather here in the Midwest Im going out and dirty up the Sedan for HG to clean up Look out bugs here I come

Over to you

f(

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

For Round Engine Classics Any Size Radial From PTs to Constellations

Over 300 Clean Kitstrade on radial engines worldwide including antiques classics warbirds and transports

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Our proprietary electric oil scavenging and shutoff system is 100 foolproof and safe Th is kit is cockpit-controlled with guarded switches and annunciation lights 12- and 24-volt systems available

Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

AMAZING FLOAT RECOVERY by David Mathieson

Reproduced with permission from Transport Canadas Aviation Safety Letter II

The following incredible story speaks volumes about what can be accomplished when one can remain calm during a critica l emergency To all those involved in bringing a crippled aircraft back to a safe landing a hearty Well Done II However the story raisshyes a critical question about aircraft maintenance - Leif Schonberg Editor Aviation Safety Letter

This is a brief description of the occurrence which took place between Grace Lake Ontario and Ear Falls on June 8 1994 involving aircraft CshyFKLJ a float-equipped Cessna 180 I was pilot-in-command and was alone in the aircraft

I boarded the aircraft at approxishymately 11 30 am local time at Grace Lake for a flight of approximately 57 nm south to Ear Falls The pre-takeshyoff checks did not indicate any probshylems I retracted the water rudders and advanced the throttle to takeoff power The aircraft accelerated and I put the aircraft on step with the use of trim and forward pressure of the control column When the aircraft had accelerated to 40 knots I ro lled the starboard float out of the water

24 AUGUST 1996

using the ailerons and everything apshypeared normal As I rolled the port float out of the water with the use of the ailerons the control column felt as though it had broken free

At 55 knots indicated airspeed the aircraft pitched up to a high nose-up attitude and began a fast roll to the left I applied full right rudder which stopped the roll but did not correct the wing-down attitude The aircraft was now in an extreme nose-high atshytitude and banked left about 70 deshygrees I spun the trim wheel forward and just at the point of stalling the aircraft nosed down sti ll banked to the left and started to acce lerate T he nose dipped below the horizon and conti n ued down even tho ugh I spun the trim wheel back up

I ca lled a Mayday while still spinshyning the trim wheel with my right hand My recollection of the Mayday call is as follows Mayday Mayday KLJ is going in the bush just off Grace Lake I throttled back still applying full right rudder and as I did so the wings began to level As the wings slowly leveled the aircraft started to gently pull out of the dive avoiding the trees by 10 or 20 feet

Mr Ted Tripper responded to my Mayday call and asked me what the problem was I told him that I had lost all elevator and aileron control He advised me to do what I could with the aircraft and to put it down as slow ly and as gently as possible to ld him that I now had the wings leve l and was going to climb higher

I

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

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MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

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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 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

EAA AVIATION CENTER PO box 3086

Oshkosh WI 54903-3086 WEB SITE httpwwweaaorg

E-MAIL Vintage eaaorg PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 monAri 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

company stack up

US and Canada call

800-276-5207 Not available in Quebec

CiWiMco-INSURANCE COMPANY

NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

Mayday Mayday KLJ is going in the bush just off Grace Lake speed seemed to help stabilize the aircraft I gently pulled 10 degrees of

I throttled back still applying full right rudder and as I did so the wings began flap with my right hand and turned the trim wheel forward with my leftto level As the wings slowly leveled the aircraft started to gently pull out of the hand under my right leg

dive avoiding the trees by 10 or 20 feet Mr Peter Kay my employer using a hand held radio told me that he was out on the lake at the base and

to assess the situation I then heard mate ly 50 minutes I aimed the airshy told me the best place to land I had Mr Ferren Buckler who said that he craft about 10 miles to the west of my belt wrapped around the control was over Okanse Lake and that he the base in order to make the turn column and my left hand and I conshywould try to find me and give me into the wind as gently as possible trolled the throttle with my right some assistance Mr Ferren asked if I could reach the hand The approach was smooth

I initiated a gentle skid to the right control column under the instrument and with minor power-setting adjustshyto turn from a heading of west to a panel I found that I could reach it ments and a lot of trim and rudder inshyheading of south Mr Buckler joined but it was too far forward for me to puts the aircraft landed on the water me over Okanse Lake and asked what look outside while holding the conshy in a near normal fashion After landshyI planned to do I told him that the trol column I believe Mr Ferren ing I did not make any sudden aircraft now seemed more stable unshy suggested that I cut the passenger changes to the controls and the a irshyder reduced power and so I was going seat belt and wrap it around the conshy craft came off step almost normally to try to make it back to base at Ear trol column This would provide I shut the engine off and Peter Falls The wind was out of the east some back pressure in the event the helped me into the boat Once in the and there was a long stretch of water float dug in on landing I cut the boat I began to hyperventilate and lying east-west at Ear Falls Mr Fershy seat belt off but was not ab le to fasshy was disoriented for a short time The ren suggested I put on my life jacket ten it to the control column Someshy aircraft was towed to the dock and I which I did I explained the situation one else suggested that I use the belt made a statement to the fire and poshyto Mr Ferren in detail and told him from around my waist and I was lice personnel who were at the dock that I was alone and was not carrying successful in attachi ng this to the any freight Mr Ferren called Red control column Editors note The post-incident inshyLake radio to set up whatever ground During the descent the aircraft beshy vestigation revealed that the bolt anshysupport was available in Ear Falls came more and more unstable so I choring the control column had become

The flight back took approxi- slowed to 90 knots Again the slower disconnected

From Our Members GOLDEN OLDIE

From 1946 comes this photo of

joe Gibson (fAA 32825) on the

left and Bill Brennand (fAA

13087 NC 4061) on the right

joe had purchased the Stearman

from the War Assets

Administration for $749 with 22

hours total time on it They

were going to practive inverted

spins in the Stearman and had

obtained two parachutes from

Steve Wittman Steve had given

them a stern warning ff you

use the chutes you pay for the

re-pack The Stearman was

registered NC60016 and is no

longer on the register Both

men live in Oshkosh WI today

VINTAGE AIRPLANE 25

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

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Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

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EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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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AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

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406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

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The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

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30 AUGUST 1996

by HG Frautschy

side of the hull Twin beams carried the triple tail surfaces combinshying the distinctive features of the future Lockheed planes of the 1940s the P-38 and the Constellation

The company had hoped to sell the F-1 to the Us Navy howshyever the end of WW I in November 1918 ended that hope and the pLane was converted to the F-1A land based version

The Mystery Plane photo is Lockheed Aircraft Co photo No 76198 which I have in my files I was employed by Lockheed in Burshybank for forty years from 1937 until I retired as a Marketing Direcshytor in 1977 I have extensive historical fiLes on Lockheed excerpts from which are enclosed to veriftJ the identity of the F-1 photo

And from Bill Hare Mission KS (EAA 125725 Ale 4011) came this note

The Mystery PLane pictured in the May 1996 issue of Vintage Airplane is a Loughead F-1 The upper wing had a span of 74 feet

The August Mystery P lane comes to us from Howard Jung Monterey Park eA While not an airplane it was an interesting aircraft built during the development of the helicopter Answers need to be in no later than September 251996 so they can be included in the Noshyvember issue of Vintage Airplane

The May Mystery Plane was known to many memshybers including a number of responses from first time reshysponders to the Mystery P lane column David Kenyon Eugene OR (EAA 493585 Ale 25098) sent in this reshysponse

The subject airplane is the one and only F-1 twin-engine seaplane built by the Loughead Aircraft Manufacturing Co in March 1918 in Santa Barbara CA The company founded by the Loughead brothers Allan and Malcom later became the Lockheed Aircraft Company now the Lockheed Martin Corporation

This plane was powered by two Hall-Scott water cooled 160 hp engines installed between the bi-plane wing on either

Loughead F-l

26 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

For Round Engine Classics Any Size Radial From PTs to Constellations

Over 300 Clean Kitstrade on radial engines worldwide including antiques classics warbirds and transports

Darton International Inc 264 Trade Street 11101 San Marcos CA 92069 800-713-2786 619-471-9304 FAX

Our proprietary electric oil scavenging and shutoff system is 100 foolproof and safe Th is kit is cockpit-controlled with guarded switches and annunciation lights 12- and 24-volt systems available

Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

EAA AVIATION CENTER PO box 3086

Oshkosh WI 54903-3086 WEB SITE httpwwweaaorg

E-MAIL Vintage eaaorg PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 monAri 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

company stack up

US and Canada call

800-276-5207 Not available in Quebec

CiWiMco-INSURANCE COMPANY

NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

the lower 47 feet Two Hall-Scott liquid cooled engines of 160 hp drove twin proshypellers and gave the machine a cruising speed of 70 mph The flying boat weighed 7300 pounds and carried a 3100 pound payload in a 35 foot hull The plans called for a passenger capacity of ten

The Loughead brothers manufactured this aircraft at Santa Barbara CA Allen Loughead was the pilot on its initial flight March 28 1918 At the time the F-1 was the largest seaplane in the world

A young self-taught engineer John K Northrop had convinced the Loughshyheads he understood stress analysis and was hired to shape the hull He played a major role in the development of the F-1

Although the Navy was interested in the F-1 (Flying Boat No 1) and retained it for a period of three months for testing they didnt buy one The machine was used for passenger and charter service plus the early testing of aerial cameras The Lougheads converted the F-1 into a land plane by adding a set of dual wheels on each hear leg adding a tail skid and removing the wing floats During an atshytempt at a cross country record there was a serious crash in A rizona The ship was rebuilt as a flying boat and in this configshyuration ended its career as a sta r in some early flying movies

About the time the F-1 was manufacshytured the Loughead brothers changed the company name to Lockheed The correct pronunciation of Loughead was Lockheed but everyone at the time called it Lougshyhead The brothers changed the spelling to fit the correct pronunciation

Thank you for your effort in producshying a very enjoyable column

Just to furth er define the Lougshyhead then Lockheed name change th e rev ised spelling can be pinned down after the failure of the Loughead Aircraft Manufacturing Co in 1921 The failure of the pretty little S-1 Sport Biplane to penetrate a market glutted by surplus Jennys meant the company had to close its doors In November of 1926 a new Lockheed Aircraft Co was incorporating picking up the name change already made by Malshycom and in use for hi s successful hyshydraulic brake manufacturing company As far as the family was concerned they made a legal change in their name in 1934

Other answers were received from Richard Alt (who used to own the Crosby CR-4 racer currently being reshystored by Morton Lester and his crew in North Carolina) Carson City NY cJ Grevera Sunnyvale CA M Bub Borman Dallas TX Frank Strnad Northport LI NY Roy Cagle Presco tt AR Frank Abar Livoni a MI and Charley Hayes Ne w Lenox IL ~

Custom Chief Continued from page 16

Th e forward gauge o n Pe te and Marks airplane was a different configushyration identica l to the Ford mode l A unit A number of these ga uges are in use si nce they neatly fit in the same hole as the original The Ford gauge is simply a cork float on one end of a wire a pivot point soldered across the wire further up with the other end of the wire from the float attached to a metal card that is magshynified through a sight glass which is reshytained by a nut with an internal star The star nut is removed with a special wrench and the glass and gaskets along with the special tools are available from Brattons Antique Auto Parts Inc 9410 Watkins RD Gaithersburg MD 20882 phone 800255-1929 fax 8001774-1930 An anshytique automotive supply hou se they carry a wide variety of items that could be useful to an old airplane restorer Usshying a rebuild set from Bratton s and the correct wre nch Mark rebuilt the old gauge so it looks brand new

Covering th e airplane was done at home as was the final painting inside a wooden frame paint booth covered with polyethylene The 6 mil poly was stapled and sea led in place (using latex caulk) After the top was h ung

suit abilit y Mark and Pete chose that route based on the results of the test samshyples We ll be interested to see how well it works for them a nd wish them the best Besides the fire engine red the trim is Sherwin Williams Flame Red with a gold pinstripe dividing the two colors

By the time Mark and Pete had arshyrived at Sun n Fun 96 they had a grand total of20 hours on the restoration Their arrival was fun to watch with heads snapshyping to attention all over the AlC grounds as they taxied in to park After the grass clippings had sett led from the judges tramping the turf around the ai rpl ane the awards ceremony saw the personal a irplane res tored by Pe te an d Mark Rowe presented with the Grand Chamshypion - Custom Classic trophy

Two months later the Rowes flew the Chief all the way to Middletown OH for the International Aeronca Association s convention held next to the Aeronca facshytory It was again an attention getter and was picked as the Best In Class - Post War Aeronca Chief It seems the bright little side-by-side Chief ge ts attention wherever it goes You can t help but le t it capture your eye as it flies by ~

from the ceiling with hemp (Right) The cowl is now firmly

ropes the sides were built attached with screws necessishytating the installation of a oil up the poly was draped fill access door The door fitsdown and duct taped to the flush with the surface of the

floor to prevent the plastic upper cowl and is secured from being blown out when with a Hartwell latch the fans were turned on A pair of box fans with cheap (Below) Even the pitot tube furnace filters were used to cover got close attention as blow air into th e pa int did the pitot tube itself

booth and more furnace filters were stapled in place to capshyture the exhausting paint particles When Mark painted the airplane he use d a full body coverall a nd sea led face mask with outside air source

One of Mark and Pete s neighshybors is a paint expert who worked for Sherwin Williams Test samples of polyester STCd fabric were painted and subjected to fl ex tests exposure to the elements and anyshything e lse he co uld think of The new Sherwin Williams Acryl-Plus paint was said to be exceptionally flexible and durable so Mark and Pete went ahead and used it on the airplane over an STCd covering system

Using a paint process for the fishyna l finish outside of the STC can be argued to be fraught with pe rij since only time will tell the tail of its

VINTAGE AIRPLANE 27

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

For Round Engine Classics Any Size Radial From PTs to Constellations

Over 300 Clean Kitstrade on radial engines worldwide including antiques classics warbirds and transports

Darton International Inc 264 Trade Street 11101 San Marcos CA 92069 800-713-2786 619-471-9304 FAX

Our proprietary electric oil scavenging and shutoff system is 100 foolproof and safe Th is kit is cockpit-controlled with guarded switches and annunciation lights 12- and 24-volt systems available

Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

EAA AVIATION CENTER PO box 3086

Oshkosh WI 54903-3086 WEB SITE httpwwweaaorg

E-MAIL Vintage eaaorg PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 monAri 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

company stack up

US and Canada call

800-276-5207 Not available in Quebec

CiWiMco-INSURANCE COMPANY

NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

Fly-In Calendar The following list of coming events is furnished to our readers as a matter of

information only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the

information to fAA Att Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Information should be received four months prior to the event date

AUGUST 18 - BROOKFIELD WI- Capital Airport EAA NC Chapter 11 Vintage Aircraft Display and Ice Cream Social Noon - 5 pm Midwest Antique Airplane Club meeting as well For info call Capital Airport at 414781-9550

AUGUST 18 - EAST TROY WI - Inti Cessna 120140 Assoc Wisconsin Brat and Com Roast Arrive at 11 am eat at 1230 pm Bring a dish to pass and a buck Call Matt and Carole Rybarczyk 414767shy0920

AUGUST 25 - BELMOND IA - NC Chapter 13 annual picnic Call 515444-3631 for info

AUGUST 26 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Biplanes and Vintage Aircrah Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932 855465

AUGUST 27-29 - YOUNGSTOWN OH shyBARTLESVILLE OK AND EL CAJON CA -Staggerwing Beech Commem-orative Tour Call William Thaden 207439-1161 for info

AUGUST 30 -31 - HAYWARD CA - EAA AntiqueClassic Chapter 29 Fourth Annual Antique Fly-In and Airshow Free Early Bird Dinner to all disshyplay aircraft on Friday This is a northern California points event Contact Bud Field at 510455-2300

AUGUST 30 - SEPT 1 - PROSSER WA - EAA Chapter 391 25th Anniversary Fly-In at Prosser airport Call Cormac Thompson for info 509786-1034

AUGUST 30-31 - MOCKSVILLE NC - Tara Airbase (5NC1) 11th Annual Anything That Flies Fly-In Private Fly-In - attendance at your own risk For info call 704284-2161 or 910764-0007

AUGUST 31 - MARION IN - Sixth Annual FlyshyInCruise-In breakfast sponsored by the Marion High school Band 800sters Antiques Classics homeshybuilts and Antique classic and custom cars welshycomed For information contact Ray johnson at 317664-2588

SEPT 1 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 Labor Day Weekend Fly-In Drive-In Breakfast 8 am - 5 pm Sandwiches etc from noon to clOSing

SEPT 7 - OSCEOLA WI - Simenstad Field 16th Annual Wheels and Wings Air Fair Train rides panshycake breakfast fly-in Free event shuttle bus Pilots check class 0 NOTAMS for special airport condishytions For info call 715755-3300

SEPT 13-15 - URBANA IL - Frasca Field Byron Smith Memorial Stinson Reunion Fly-In Call 708904shy6964 for info

SEPT 13-15 - JACKSONVILLE IL - Ercoupe Fly-In Call 217546-0585 for info

SEPT 20-21 - BARTLESVILLE IL - Frank Phillips Field 39th Annual Tulsa Regional Fly-In sponsored by EAA NC Chapter 10 AAA Chapter 2 EAA Chapter 10

28 AUGUST 1996

EAA lAC Chapter 10 and the Green Country Ultralight Flyers Call Charlie Harris for info 918622-8400

SEPT 21-22 - ROCK FALLS IL - Whiteside County Airport (SQI) North Central EAA Old Fashioned Fly-In Fly market camping and food on field Call Gregg Erikson 708513-0641 or Dave Christianson at 815625-6556 Pancake breakfast Sept 22 - 0700 - 1100

SEPT 22 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds Brooklands Museum Trust 01932857381 or FAX 01932855465

SEPT_22 - AURORA IL - Fox Valley EAA Chapter 579 annual Fly-In and Open House EAAs B-17 Aluminum Overcast and Ford Trimotor are schedshyuled to appear plus other antique classic warbird and 110mebuilt aircraft Pancake breakfast 7-noon lunch from noon til 3 pm Pilots flying in with a full airplane receive free breakfast and pilots participatshying in the flight demos receive a fuel discount For info call Alan Shackleton 708466-4579

SEPT 27-28 - SANTA YNEZ CA - 8th Annual Western Waco Assoc Reunion Call jon Aldrich 209962shy6121 or Barry Branin 714 545-1476 for info

SEPT 28-29 - ZANESVILLE OH - john s Landing Airfield 5th Annual Fall Fly-In sponsored by EAA NC Chapter 22 of Ohio Hog roast on the 28th breakfast both days Antique classic homebuilts warbirds welcome For more info call Virginia at 614453shy6889

SEPT 28-29 - LEXINGTON TN - Tennessee Taildraggers 12th Annual Fly-In 901 968-2864 or 901968-4022 for info

OCTOBER 4-6 - REDDING CA - Benton Field EAA Chaper 157 Oktoberfest Contacts Bruce Taylor 916275-6456 or Armal Owens 916243-4382

OCTOBER 13 - TOWANDA PA - Towanda airport (N27) Fly-In Breakfast - all you can eat Eggs sausage pancakes 100 pure maple syrup 7 am shy1 pm

OCT 13 - ZANESVILLE OH - Riverside Airport EAA Chapter 425 and the ARTHRITIS FOUNDA nON Hog Roast 8 am - 5 pm Contact Don Wahl at 614454-0003

OCTOBER 13 - WEYBRIDGE SURRY ENGLAND -Brooklands Museum Fly-In Contact julian C Temple or Peter Edmunds 8rooklands Museum Trust 01932857381 or FAX 01932855465

OCT 18-20 - KERRVILLE TX - Southwest Regional FlyshyIn For info call 800221-7958 Vendors should call 210914-3746

JANUARY 1 1997 - NAPPANEE IN - EAA Chapter 938 5th annual New Years Day Hangar Over PartyFly-In 11 00 am - 2 pm For info call Fast Eddie Milleman 219546-4997

WELCOME NEW MEMBERS

Frank V Abbate Burlington WI Noel Anderson Canaan CT AI Baumgartner Bridoeville PA Charles M Beasley Dixon Springs TN Jesse W Black Maplewood MN Steve D Borba woodland CA Robert N Bransom Burieson TX Ca lvin Brown De Land FL Ron Buccarelli Hollywood FL C Kurt Canon Foster City CA Robert E Christie Farmington Hills MI James V Cocuzza Hilton NY Alan J Cooper Chatham Kent England Carl Crandall Concord CA D Clark Dechant 5audi Aarabia Owen W L Dorsey _ 5eattle WA Larry D Farmer _Salina KS Bill Faust Novato CA Cliff Fullhart Carol Stream IL William F Galiagher Falmouth MA Paul Gapen Cheyenne WY Bob Golay Spearfish SD C J Grevera Sunnyvale CA Scott A Gross Mechanicsville VA Mark H Gu lbrandson Lakeville MN Robert R Hafer Palo Alto CA Don K Hansen Rocky Ford CO Mitchell W Hendrix Newporat MN Karl L Henning Burr Ridge IL Edward O High Ovedo FL Fritz Hilfiker Merrill WI Richard K Holbrook Irvine KY Daniel E Julian Bend OR Paul Kates Tomball TX Archie Lane Cypress CA Geale Peter Lawrence Topenga CA Zeke Linton Long View TX Chester J Mackiewicz Hillsboro OR Tom A Manzari 5acramento CA Daniel E Marino Carver MA Robert B McConnell Naperville IL Leon McGuire Southbury CT J P McNeice Kamloops British Columbia Canada Joel C Miller Solon IA Fred L Mundinger Clearvvater FL Robert Newhouse Tucson AZ George H Nichols Quartz Hill CA Lorne Penner Brandon Manitoba Canada Robert Pripps Park Falls WI Eugene M Reardon Bay Shore NY Jeffrey W Robb Greenville NC P Donald Sanborn Chardon OH Katie A Schroth Attleboro MA Patrick C Scofield Mesa AZ David M Sheehan Haymarket VA Jack Soldano Ramsey NJ Larry R Strong Cumberiand WI Richard M Stroud New Market AL Gary D Tharp Houston TX Ivan R Timmons Don iphan MO J C Tupling Miami FL Earl Urfer Fayetteville AR Robert F Wardrop Pinehurst NC David Warne Cave Creek AZ

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

For Round Engine Classics Any Size Radial From PTs to Constellations

Over 300 Clean Kitstrade on radial engines worldwide including antiques classics warbirds and transports

Darton International Inc 264 Trade Street 11101 San Marcos CA 92069 800-713-2786 619-471-9304 FAX

Our proprietary electric oil scavenging and shutoff system is 100 foolproof and safe Th is kit is cockpit-controlled with guarded switches and annunciation lights 12- and 24-volt systems available

Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

EAA AVIATION CENTER PO box 3086

Oshkosh WI 54903-3086 WEB SITE httpwwweaaorg

E-MAIL Vintage eaaorg PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 monAri 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

company stack up

US and Canada call

800-276-5207 Not available in Quebec

CiWiMco-INSURANCE COMPANY

NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

( C-195 Cessna

D-18 Twin Beech

)

D-17 Staggerwing Beechcraft

End the Oil Mess ~

ltlt---~

Stinsons amp Mallards - Grumman Mallard

For Round Engine Classics Any Size Radial From PTs to Constellations

Over 300 Clean Kitstrade on radial engines worldwide including antiques classics warbirds and transports

Darton International Inc 264 Trade Street 11101 San Marcos CA 92069 800-713-2786 619-471-9304 FAX

Our proprietary electric oil scavenging and shutoff system is 100 foolproof and safe Th is kit is cockpit-controlled with guarded switches and annunciation lights 12- and 24-volt systems available

Custom engineering is our specialty Clean Kittrade is eligible for field approval using standard 337 process for all cateshygories of aircraft

copy Darton International Inc 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

EAA AVIATION CENTER PO box 3086

Oshkosh WI 54903-3086 WEB SITE httpwwweaaorg

E-MAIL Vintage eaaorg PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 monAri 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

company stack up

US and Canada call

800-276-5207 Not available in Quebec

CiWiMco-INSURANCE COMPANY

NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

MEMBERSHIP INFORMATION

EAA Membership in the Experimental Aircraft Association Inc is $35 for one year including 12 issues of SPORT AVIATION Family membership is available for an additional $10 annually Junior Membership (under 19 years of age) is available at $20 annually All major credit cards accepted for membership

Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40cent per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your credit card 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)

ANTIQUECLASSIC Current EAA members may join the Antique Classic Division and receive VINTAGE AIRshyPLANE magazine for an additional $27 per year EAA Membership VINTAGE AIRPLANE magshyazine and one year membership in the EAA AntiqueClassic Division is available for $37 per year (SPORT AVIATION magazine not included)

lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year fAA Membership SPORT AEROBATICS magashyzine and one year membership in the lAC Division is available for $45 per year (SPORT AVIATION magazine not included)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARshyBIRDS magazine for an additional $30 per year EAA Membership WARBIRDS magazine and one year membership in the Warbirds Division is available for $40 per year (SPORT AVIATION magazine not included)

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

AIRCRAFT

Wanted - J-3 Cub with good logs for restoration 3521787-2636 night (0791)

For Sale - 1941 Rearwin Cloudster with 125 hp Warner 15 hrs TTampAE since restoration new annual $28 500 3521787-2636 night (0791)

RARE PROP Curtiss Reed SAE 20 spline original condition Call 815385shy8404 (0942)

I MISCElLANEOUS

SUPER CUB PA-18 FUSELAGES shyNew manufacture STC-PMA-d 4130 chromoly tubing throughout also comshyplete fuselage repair ROCKY MOUNshyTAIN AIRFRAME INC (J Soares Pres) 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 FAX

FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catalog EAA 1shy800-843-3612

Ragwing Replicas - Ultralight legal Aircamper Heath Pitts Duster Triplane Plans $52 Brochure $3 P O Box 39 Townville SC 29689 (0400)

V-8 350 CHEVROLET CONVERSION WITH GEAR REDUCTION DRIVE REPLACES ANY CURTISS V-8 OX-5 IDEAL PACKAGE FOR EXPERMENTAL OR REPLICA AIRCRAFT VIDEO INFO PACK $2000 REFUNDABLE WITH ANY UNIT PURCHASE BUD ROGERS 407324-9433 (0740)

ANTIQUE AIRCRAFT ENGINE - 1914 BARREL TYPE OPERATED PROTOshyTYPE FOR INVESTORS IN SAN FRANshyCISCO $15000 (206)363-8358 (0823)

406 388-0170 Repair station No QK5R148N (0387)

Original Brass Tip Spark Plugs C-26 Champion new $1900 military reconshyditioned $750 to $1200 Tom 770478shy2310 (0359)

Wanted - Piper J-5C paperwork inforshymation articles pictures and parts for the Piper J - 5C Model Bob Sr 800224-5522 Evenings 810 644-9081 (0747)

The Luscombe Foundation supports Luscombes with full service factory data WIN ME restored Luscombe tickets $40 each or 3$100 Most parts and facshytory support services available Will meet or beat all legitimate commercial sources in price selection and quality All proceeds preserve the Luscombe heritage through development of a museum amp archives 602917-0969 P O Box 63581 Phoenix AZ 85082 (0657)

FOREIGN MEMBERSHIPS

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

EAA AVIATION CENTER PO box 3086

Oshkosh WI 54903-3086 WEB SITE httpwwweaaorg

E-MAIL Vintage eaaorg PHONE (414) 426-4800

FAX (414) 426-4873 OFFICE HOURS

815-500 monAri 1-800-843-3612

MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX

DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS

AVEMCO and NATIONAL have the Best A+ Superior rating How does your aircraft insurance

company stack up

US and Canada call

800-276-5207 Not available in Quebec

CiWiMco-INSURANCE COMPANY

NATIONAL AVIATION UNDERWRITERSw

A division 01 AVEMCO Insurance Company

AM Best rates an insurer on relative financial strength and ability to meet its obl igations to policyholders CN36C

30 AUGUST 1996

Ale HISTORY Continued from page 9

The Rese rve Grand Champion Clas shysic Lindy was awarded to Orlo Maxfield of Northville MI for his beautiful yelshylow and red Funk B-85C that has been in his fa mily since leaving the factory Flown by his son John the pretty twoshypl ace machin e is prob abl y in be tte r shape today than whe n it le ft th e fac shytory

A sta ndout in anyones league the Grand Champion Contemporary Lindy was taken by a 1958 Cessna 150 tota lly res tored by Craig Roberts of A urora OR Not your everyday run-of-the-mill Cessna this particular airplane was the very first production Cessna 150 in 1958 setting a long term manufacturing trend for Cessna Antiq ueClassic Division Ve ry few The 1994 Contemporary Reserve Grand

A well deserved Grand Champio n peop le wo uld have pred icted such a Champion trophy was taken by this imshySeapl a ne Lindy was award ed to A l sustai ned growth in the division - today maCUlate 1960 Cessna 172 flown in by

Gary Granfors of Webster MNNo rd gre n of Troutd a le OR for hi s we are over 10000 active members and beautifully restored 1943 Grumman G- growing A very special Thank You 44 Widgeon A McKinnon conversion should be given to the hard working di shy preserving historical airplanes so they th e Widgeo n had se rved in Lan a vision leaders and especia lly the many too may enjoy seeing and hearing them Kurtzers operation in Seattle W A for volu ntee rs Many thousands of olde r fl y Pe rhaps one day we wi ll hea r many years (and precious) aircraft have been saved t hose fa mou s two word s T ha nks

And so in 1996 we join all Antique for posterity because of the members Grampa ClassicContemporary folks in ce leshy efforts Perhaps the bes t trib ute wi ll On to the next 25 years of the EAA bra ting th e 25th Ann ive rsa ry o f the be when our grandchildren thank us for AntiqueClassic Division

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

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

Whats A Comet Made Of

LY-FIBER plus r genius perseverence dedication perspiration and a love of classic aircraft

Geoffrey de Havilland Try it yourself at one of designed the Comet racer our Learn-to-Cover Work shyin 1934 A few years later it shops held nationwide became the phenomenal Theyre hands on and just Mosquito fighter-bomber $ 150 a person And look

Tom Wathens replica for us at the Oshkosh and chose Poly-Fiber for its Lakeland fly-ins too

easy a[Jplication and unri shyvaled aurability and PolyshyTone because it recreated the satin finish of the 30s

August 24 amp 25 Sept 21 amp 22 Oct 10 thru 13 Nov 2 amp 3 Sacramento CA Winnipeg Canada Mesa AZ Chino CA

Customer Service 800-362-3490

Other Stuff 909-684-4280 Post Office Box 3129

Riverside California 925 19 tffrflfiFormerly Scies A irc r a ft Coa ti g s

AUAis

To become an

EAA Antique amp

Classic Division

Member call

800-843-3612

The staff at AUA Inc would

like to congratulate the EAA

Antique amp Classic Division

on their 25th Anniversary

AUA would also like to

thank their customers

who are enrolled in the

AntiqueClassic

Insurance Program

SOO-727-SS2a Fly with the pros fly with AUA Inc

If ycw are enrolled in AUAs

exclusive fAA AntiqueClassic

Division Insurance Program and

are in terested in being featured in

AUAs monthly ad campaign

contact the AUA o ffice at

800-727-3823

Remember Were Better Togetherl

AVIATION UNLIMITED AGENCY

COMAY working with ADA Inc has the broad knowledge it takes to cover the specialized needs of antique

and classic aircraft pilots COMAV coverage is backed by SAFECO Insllance one of Americas most trusted

companies with an A ++ rating from AM Best For more about Oll unique programs contact YOll aviation

specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together

AUAis

To become an

EAA Antique amp

Classic Division

Member call

800-843-3612

The staff at AUA Inc would

like to congratulate the EAA

Antique amp Classic Division

on their 25th Anniversary

AUA would also like to

thank their customers

who are enrolled in the

AntiqueClassic

Insurance Program

SOO-727-SS2a Fly with the pros fly with AUA Inc

If ycw are enrolled in AUAs

exclusive fAA AntiqueClassic

Division Insurance Program and

are in terested in being featured in

AUAs monthly ad campaign

contact the AUA o ffice at

800-727-3823

Remember Were Better Togetherl

AVIATION UNLIMITED AGENCY

COMAY working with ADA Inc has the broad knowledge it takes to cover the specialized needs of antique

and classic aircraft pilots COMAV coverage is backed by SAFECO Insllance one of Americas most trusted

companies with an A ++ rating from AM Best For more about Oll unique programs contact YOll aviation

specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together

COMAY working with ADA Inc has the broad knowledge it takes to cover the specialized needs of antique

and classic aircraft pilots COMAV coverage is backed by SAFECO Insllance one of Americas most trusted

companies with an A ++ rating from AM Best For more about Oll unique programs contact YOll aviation

specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together