Vintage Airplane - Feb 1981

8/12/2019 Vintage Airplane - Feb 1981

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STR IGHT ND LEVEL

January arrived unceremoniously and those of usin the eastern half of the USA are suffering from extreme, sub-normal temperatures. Not many of our antiques and classics will be flying or operated duringthese periods of bone-chilling cold. A few fortunateowners have heated hangars or pre-heating facilitiesto warm up their engines before flying, but the bulk ofus just allow our aircraft to rest until the conditionsimprove for near-normal flight conditions. Some of uswho had the time were able to enjoy the warmer climate for a brief holiday relaxation period and yourstruly accepted an invitation from a good friend to spenda few days with them in Key West, Florida.

Being North Carolinians, we expect the day afterChristmas to be chilly but not overtaxed with the extremely cold temperatures we have been experiencing.Arriving at the airport we loaded the luggage into ourspam can and soon realized the temperature was 6 FWith the help of jumper cables and an extra battery,fifteen minutes of attempts, a few sputters, and cooling time for the starter she did fire, and away we flewto St. Augustine, Florida for our midpoint refuelingstop .St. Augustine has a fine airport, an EAA Chapter,many antique, classic and custombuilt aircraft, togetherwith a fine group of pilots who were all sitting in thelounge, sporting winter apparel. Abnormally low temperatures had invaded this section of Florida and powerfailures were frequent as the locals had purchased andwere utilizing small portable electric heaters in theirhomes and businesses, thus over-taxing the supply of

y Brad Thomas

By Brad ThomasPresidentAntique/Classic Division

air shows, exhibits, forums, and warm weather. So manyof us get cabin fever during the winter months, thateven the thought of traveling to the warm climatesand participating in the Sun n Fun Fly-In make thepleasant spring days appear closer.Those of you who are not flying your antique orclassic because of the winter weather , why not enterinto a progressive maintenance program on the bird

while it rests. While the time is available , clean theengine, check the wiring and plugs, fabric, cotter pins,bolt torques, lubricate needed parts and hinges, andgive the plane a general overall look-see.I have never checked my aircraft without findingsome item, small as it may be, which did not need attention relative to maintenance or replacement. Eliminate errors by using a check list made up by yourselfor the one supplied by the manufacturer, if available.We frequently have seen many aircraft parked duringthe winter with the tires deflated to about one halfof normal. The use of a portable air tank or even a handpump and a tire gauge will keep those tires at the properinflation and will definitely help to eliminate crackingof the walls. If the fuel tanks are not full, then routinelydrain the sumps to remove any possible accumulationof water that may collect during the cold winter months.t will not be long before March arrives and we can havethat aircraft ready for the trip to Lakeland or just tofly around the patch when spring does arrive.

We have received several fine comments from ourmembership regarding methods to increase our membership and enhance our image. Some of the sugges


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PUBLICATIONOF THEANTIQUE/CLASSICDIVISION,INC.OF THEEXPERIMENTALAIRCRAFTASSOCIATION,INC.

P.O.BOX229,HALESCORNERS ,WI 53130COPYRIGHT > 1981 EAA ANTIQU E/CLASSIC DIVISION ,INC. ,ALL RIGHTSRESERVEDFEBRUARY 1981 VOLUME 9 NUMBER 2

OFFICERSPRESIDENT VICE-PRESIDENTW.BRADTHOMAS ,JR . JACKC.WI NTHROP

301 DODSON MILL ROAD ROUTE 1,BOX 111PILOTMOUNTAIN,NC27041 ALLEN,TX 75002919/368-2875Home 214/727-5649919/368-2291 OfficeSECRETARY TREASURERM.C."KELLY" VIETS E.E."BUCK" HILBERT7745W.183RDST. P.O.BOX 145STILWELL,KS 66085 UNION,IL60180913/681-2303Home 815/923-4591913/782-6720Office

DIRECTORSRonald Fritz Morton W.Lester15401Sparta Avenue P.O.Box 3747KentCity ,MI 49330 Martinsville,VA 24112616/678-5012 703 /632-4839

Claude L. .Gray .Jr. Arthur R.Morgan9635SylviaAvenue 3744North 51stBlvd .Northridge ,CA91324 Milwaukee ,WI 53216213/349-1338 414/442-3631DaleA.Gustafson John R.Turgyan77? Shady Hill Drive 1530Kuse rRoadInd ian apolis. IN 46274 Trenton ,NJ08619317/293-4430 609/585-2747

AI Kelch S. J.Willman66W.622N.Madison Avenue Box 2672Cedarburg ,WI 53012 Oshkosh ,WI 54901414 /377-5886 414 /235-1 265Robert E.Kesel George S.York455Oakridge Drive 181 Sloboda Ave .

Rochester ,NY 14617 Mansfield ,OH 44906716/342-3170 419 /529-4378

ADVISORSJohn S.Copeland Stan Gomoll Gene Morris9Joanne Drive 1042901h Lane NE 27 Chandelle Drive

estborough .MA 01581 Minneapolis,MN55434 Hampsh i re .IL60140617/366-7245 6121784-1172 312 /683-3199

FRONT COVER BACKCOVER . . .SeenatOshkosh '80was this beautiful Rare1930Stearman 4E flown by owner1945 Beechcraft D17S Staggerwing Danny R. Wine (EM 98146.AlC 4261)owned by Lewis W. Lindemer (EAA at the 1980 National Stearman Fly-In.56710 , AIC 2806), 45 E. Golden Lake Seestory on page 5.Road .Circle Pines ,MN55014. (Photo byKenneth D.Wilson)

(Photo byTed Koston)

TABLEOF CONTENTSStraight and Level .by Brad Thomas . . ... . .. . . . . 2A/CNews by Gene Chase . ..................... 4The Ninth Annual Stearman Fly-In .

by John M Crider, Jr . . .. . . .. .. . ... 5To Rebuild APA-12 by J.M.Thede . . 1TheFirstLockheed by Cedric Galloway . 14New Restoration OfACurtiss Robin ...by Gene Chase . . . . . . . ... . .. 17Sky Pal 32Bravo .by Kary/ Herman . . .... 18How To Build TheFamous "Demoiselle" Santos-

Dumont's Monoplane - Part IIby rthur E. Joerin and A.Cross , A.M .. . . . . 20

Vintage Planes In Brazil by J C.Boscardin .. . . . 24Calendar Of Events .. . ... 25


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CESSNA 150/152 CLUBA club for owners and enthusiasts .of the Cessna1501152 line has been formed. Monthly newsletters,

money saving discount offers, safety and maintenancetips, repair articles and product evaluation are servicesthat members will receive. The club was formed byN. F. "Skip" Carden, III, who will serve as ExecutiveDirector. Skip has over 11 years experience directingairplane clubs. Interested persons should contact: TheCessna 150152 Club, P. O. Box 15388, Durham, NC27704.NEW DATES FOR AAA/APM FLY-IN

The annual Antique Airplane Association/Air PowerMuseum Fly-In held traditionally during the week preceeding Labor Day at Blakesburg, Iowa, have changedthe dates to August 16-23 for 1981. This should avoida conflict with the opening of schools for those familieswith school age children who wish to attend.

MUSEUM NEEDSThe following items are needed to carryon the pro

grams of the EAA Air Museum Foundation. f you canhe lp, please contact EAA Headquarters, telephone 4141425-4860. Donations to the Museum are tax deductible.*Air operated automotive bumper jack*Planer (wood)*Wing fittings for Curtiss JN4D*Miscellaneous aviation mechanic hand tools*Tools for V-1650 Merlin engines*Complete engine or parts, Merlin V-1650*Semi-tractor, double or single axle*Modern NAV / OM radios for B-25 and Lockheed12 aircraft

T*Hydraulic Mule*Hydraulic Maintenance Stands*Metal to metal seat belts*28 volt rectifier - 100 amp*Mechanics wash tank*Spark plug cleaner*Belt grinder*Lawn mower blade balancer*Caterpillar or crawler tractor with front end loader*1 set Aeronca C-3 flying wires*Engine rebuilding stand for automotive engines*Overhaul Manual and Parts List for Me 109 (Spanishbuilt)*Wright Cyclone R-1300-1A engine for the Museum's

North American T-28A*Sewing machine with zig-zag attachment for flagrepair, etc., at Oshkosh

TWO BORDEN/THOMPSONPOSTERS NEEDED

Lionel J . Salisbury who authored the series of Borden and Thompson Malted Milk Products airplane postersfrom the 1930's which ran for about two years in TheVINTAGE AIRPLANE is planning to publish a book onthese posters. To complete his collection he still needsthe two posters titled "The Stout Sky Car" and "CaptainJimmy and His Dog Scottie".Of the several EAAers who so generously sent their'posters to us for copying and subsequent reproductionin the magazine , not a one had the above mentioned issues . Lionel requests that anyone having either or bothposters, please send them to him so he can make copies.He will return the originals to the sender. Lionel's address is: Seven Harper Road , Brampton, Ontario L6W2W3, Canada.


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THE NINTH ANNUAL September 3-7 1980

(Photo by Dick Stouffer)A line up of many of the Stearmans attending the National Stearman Fly-In at Galesburg , Illinois Photo takenfrom Griff Griffin 's Stearman


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Stearman E75 N99266 was one of two identical matched Stear-mans sporting a bright yellow and black paint scheme It wasflown by Thomas and Don Randolph

rain kept the yellow crosses on the grass and the Stearmans on the concrete. The weather also slowed new arrivals to a trickle . By noon Thursday , only four moreStearmans had landed , and arriving pilots told of having to divert around rain showers or thunderstorms .

In the hopes of having a larger number of participants later , the aerobatic contest was rescheduled forFriday . Thursday was dedicated to formation flying,buddy hopping and story telling . Stearmans taxied inand out , and the chipmunks hiding in the grass scattered in all directions. Singly and in formation , theStearmans spread out from the field. Over town , formations wheeled in V's , diamonds, or echelons , whileout over the cornfields , single Stearmans looped androlled.By late afternoon, most planes were back on theground. The field was becoming quiet as pilots toppedoff their tanks and checked dipsticks. Then at six o'clocksharp , Dan Wine and his Stearman 4E crossed the fieldboundary and all that changed. People began runningand shouting to one another and taking pictures. Dan sbeautiful black and yellow Model4E was the first civilianmodel Stearman ever to land at the Fly-In. Built in 1930and powered by a 450 hp R-1340 WASP radial engine,NC663K can cruise at speeds up to 160 mph. Dan said ,however , that he prefers an economy cruise of 130mph which lowers fuel consumption to a mere 24 gallons per hour. (See photo on back cover of this issue .Ed.)

Last year , the airplane developed an engine vibration while at the Antique Airplane Association Fly-Inin Blakesburg, Iowa and had not been able to reachGalesburg. But this year, NC663K not only succeededin reaching the National Stearman Fly-In, it was a cen

Thursday evening saw another fine party at Tootie'sSteeplechase.Friday morning it began raining again. At the field,the irregular pattern of raindrops ricocheting off tautfabric became a steady rhythm as the rain and windincreased. Even in the rain, Rick and the other line personnel were out on the field cheerfully handing up thegas hose as the rain ran down their sleeves . The peopleat Galesburg Aviation were proud that they had managed to obtain a special load of 80 octane for the FlyIn . John Lewkowicz was one of the hardy few whocamped out at the airport in spite of the weather . Whenasked if he was having to bailout his tent each morning,he only laughed and said , No problem.By afternoon the rain stopped and the weather cleared.Pilots began organizing and practicing for Saturday'sformation contest as well as hopping passengers. Thoseclimbing above 2,200 feet found a layer of warm, smoothair above the cool chop next to the ground.

The additional rain kept the grass runway closed forthe third consecutive day and eventually, for the entireFly-In , while the low ceilings forced another postponement of the aerol'iatic contest. Still, everyone enjoyeda good afternoon of flying. The Stearmans were drawing attention from all quarters. Truck drivers along thehighway by the airport were blowing their airhorns insalute as they sped by . More and more townspeople began coming out to see the biplanes take off and land.The only incident took place Friday afternoon andwound up uneventfully . Willard Duke was flying formation with three other Stearmans when the rear cockpitthrottle linkage failed . Willard was left with 1600 'rpmand what must have seemed like a long way back to theairport . After he had the field made, Willard shut theengine dowtJ , the prop stopped turning , and he made asafe but soggy landing in the grass. t turned out thathis passenger for that flight had been a photographerfrom the Galesburg Register Mail The next morningWillard and his forced landing were on page one.

For the second year, one of the most popular figuresat the Fly-In was Deed Levy, Chief Experimental TestPllot of Stearman Aircraft Company during much of itscorporate existence. Deed's wealth of history, anecdotesand information kept him at the center of a circle ofStearman enthusiasts all week.

Stearmans continued to arrive despite the weatherand at 7:20 P.M. the sun set on 52 Stearmans at Galesburg airport. Friday night the Stearman enthusiastsdined and danced at the Elks Club.Saturday s events began early as pilots and their

passengers piled out of the sack early for the popularStearman N2S-5 N52129 was a new restoration by Jack Foxof Monett Missouri .


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Stearman N60657 received the SRA Blood Sweat& Tears Award for workmanship and effort for Teddyand Joe Shelor.

Dawn Patrol to Monmouth, Illinois . But as Greg Tolanddrove the olive drab bus to the airport, the ground fogbegan thickening . The sun rose at 6:33 A.M., but theStearmans had to stay on the ground. Still, everyonewas treated to the sight of the sun rising on a fogshrouded field of Stearmans. At that moment it was nothard to imagine that the year was 1942 and that thiswas Randolph Field instead of Galesburg.Gradually the visibility improved and by 7:25 A.Mthe first 1000 feet of Runway 20 was filled with idlingStearmans impatiently waiting for VFR minimums . At7:27 A.M the visibility reached three miles, and in thespace of three or four minutes, some 30 Stearmans became airborne . Many of the airplanes joined in a hugeV formation and after circling town , crossed over theairport west bound for Monmouth. The rising sun glintedoff pockets of ground fog that still lay in the valleys.Several hundred. feet above the ground the air was

This beautiful silver Stearman in U.S. Navy Instru-ment Trainer markings was flown by Ray nyderfrom Bethlehem Pennsylvania.

became a hornet s nest of activity . At three o'clock , BobCassens once again masterfully briefed his irreverentgroup of aviators, this time for the formation contest.Five flights competed , including one flight made upentirely of 450 hp Stearmans. The last formation landed just in time to beat the thundershower which senteveryone running for the tents and washed out the MiniAir Show that had been planned for five o'clock.Wet but happy, everyone headed back for the Holiday Inn where the dinner and awards banquet wereheld Saturday evening. After a delicious meal, cateredand served by the Inn s staff, Fly-In guests were introduced . They included the honorable Robert W. Kimble ,Mayor of Galesburg; Larry Asaro , the City Manager ;Deed Levy , Chief Test Pilot for Stearman AircraftCompany; and Mrs. Marilyn Carr, Lloyd Stearman 'sdaughter. Thanks were expressed to the many peopleand organizations that had made the Fly-In possible.


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300 hp custom Stearman N52967 was flown by John Schoonhoven from his private strip at Evergreen Colorado.

starters, produced a very enjoyable afternoon for allthose who participated.Pete Jones and his duster received a special awardrecognizing the contribution that the blue-collar Stearman makes to the Fly-In.Tom Lowe, President of ,the Stearman Restorers Association and Ken Wilson, the Association s Historian ,presented the SRA Awards. Tom and Ken also announcedthat they have been collecting material and researching Stearman history for several years and that theyplan to co-author a book on the history of the StearmanAircraft Company.

As Sunday morning wore on, more and more Stearman pilots checked the weather , said good-bys and headed home . The final count was 6 Stearmans in attendance. Had the weather been better during the earlydays of the Fly-In , an even greater number might haveattended .

Sunday afternoon , the townspeople of Galesburg andthe remaining Stearman pilots were treated to an airshow featurir:.g parachute jumpers J. T. Hill and JimWhite; Bob Heuer and Dave Dacy each performing aerobatics in his 450 hp Stearman and Jim Leahys aerobatics in his stock 220 hp N2S-3. Pete Meyers performedin his Decathlon , Rick Cunningham in his Bucker Jungmann, and Ed Merchant flew his Pitts Special. Thecrowd again enjoyed the antics of Dick Willets and hisCrazy Cub ac t , and the fly-by of three F-4 Phantoms fromthe Springfield, Illinois Air National Guard was anotherhigh point of the show.


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Hard Luck Award - Stearman N2S-3, N64993 , PeterSpearSNAFU Award - Stearman PT-17 , N72AA , WillardDukeHero's Award - Stearman PT-17C , N300E, Ralph RasnickEarly Bird Award - Stearman PT-17, N66740, Dick

Baird and Stearman N2S-3 , N66263, Rick Bairdowned by Jim Furlong)Short Field Take-Off Contest - Stearman N2S-5, N631E,Peter ReedSpot Landing Contest - Tom BeaverFlour Bombing Contest - Stearman PT-17 , N55170 ,Bill McBrideFormation Flying Contest - Stearman N2S-5, N520HT,Harry Thomas; Stearman N2S-2 , N60562 , John Hooper; Stearman PT-17, N72AA , Willard Duke; Stear

man N2S-3, N61P, John CriderStearman Aerobatic Contest - 1st Place - StearmanPT-17, N79535, John Ruhlin; 2nd Place - StearmanPT-17, N66740, Dick Baird; 3rd Place - StearmanN2S-2, N60562, John McCormickSpecial Award - Stearman A 75N1 duster, N52470,Pete Jones

DUSTERS & SPRAYERS SUPPLY AWARDSSpecial Award - Stearman N2S-1, N50142, Bill Wi lkinsMilitary Restoration - Stearman, N69654, Dick Fritzand Jerry WetterlingCivilian Restoration - Stearman 4E , NC663K, Dan Wine

STE RM N RESTORERS SSOCI TION AWARDSLloyd Stearman Memorial Award - Lawrence Pa lmerBall , Jr .Bill Adams Memorial Award - Monmouth Pilots AssociationOutfit Contributor's Awan,i For 979 LaVerne Heck,for her article, TO SOLO A STEARMANBest Stearman PT - Stearman PT-13D, N4599N , TomHoseltonBest Stearman N2S - Stearman N2S-3, N66302, Chuck

Andreas and Byron FredericksenBest Custom Stearman - Stearman N2S-5, N9078H,Griff' GriffinBest Civilian Stock Stearman - Stearman PT-17,N60323, Larry Kampe lBlood, Sweat & Tears - Stearman, N60657, J oe andTeddy Shelor

The National Stearman Fly-In was just one of the many stops made by Bill and Beth Mason in their ig Redon a several month trip from California to the east coast and return.


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TOR BUILDA PA-12

By J. M. ThedeEAA 122712, AIC 3708RR3Elmuale, Ontario, -Canada

Towing the fuselage home to start the restoration project

January 15, 1975 brought bad news , the engineerdoing the annual inspection of my PA-12 discovered thatthe wing fabric, although looking good , would not passthe fabric punch test and both wings would have to berecovered before the aircraft could be certified airworthy .I had purchased C-FZJI four years previously and hadflown it in most Canadian provinces and several of thenorthern United States . During this time I had noticedmany rough edges on the plane which some day I hadhoped to improve. Now, I decided, was the time Iwould rebuild the entire aircraft. I only had two problems,(a) no workshop, as the house I was living in at the timewas very small and had no basement, and, (b) no experience in fabric or metal work.Hans Mayer, EAA 58867, came to the rescue. Hewas building a VP-2 at the time and upon hearing whatI had in mind he immediately offered me the use of hisold workshop (he had just finished building a new one)which was just the right size for the fuselage. Hans

largest part.'l were finished might give me strength tocarryon.I first cleaned the dirt and old fuel stains from leaking gas tanks from the aluminum ribs. A close inspection of the structure revealed no serious damage or corrosion. New wing tip bows had been installed shortlybefore I bought the aircraft and as they were warp free,so these were sanded and varnished . Fittings were removed, cleaned, inspected, painted and reinstalled . Allribs were examined and a few small bends and dentswere straightened . Aileron cables and bellcranks wereremoved, inspected, reinstalled and lubricated. All electrical wiring, nuts, bolts and PK screws were checkedand replaced as necessary . About two feet of leadingedge was replaced on each wing as it was badly dented.In the entire project this was one of the few areas weshould have done further work ' on. I wish now that Ihad installed hew leading edges over the entire lengthof the wings as the small dents which were inconspicuous


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The instrument panel before .

coat of dope. Two days later the right wing was alsocovered. Then came the rib stitching one of the worstjobs of the whole project. The first rib took me two hoursand I wore out one pair of running shoes travelling fromone side of the wing to the other. Having a short memoryI had to check a textbook everytime I tied the approvedrib stitching knot. Eventually I caught on to the operation and things went a little faster although I had somesore fingers for a while. Next I doped on drain grommets reinforcing tape and grommets for inspection covers.I also added reinforcing patches around a Jl openingsand over the grommets. I brushed on two more coatsof Rand-o-proof and set the wings aside.I then took a one week holiday and attacked the fuselage with great vigor. Stripping the fabric removingthe engine landing gear instruments floor boardsand controls I was soon left with a bare frame. At thispoint it became obvious that I had been carrying around

and afte r


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THE FIRSTLOCKHEED

The first Loughead airplane still under construction. A seaplane powered by a Kirkham 6 cylinder enginewit the Kirkham horseshoe-shaped radiator.

By Cedric GallowayE 35278, A IC 15214624 Willow StreetHesperia CA 92345

Photos Courtesy of Lockheed ircraft Corp .

When we hear the word Lockheed , we visualizefast , streamlined and graceful airplanes . But they werenot always that way . Everything has to have a beginning . Even the name became streamlined after a time.Allen Loughead, the son of John and Flora Haines Loug

and went up to the big city. His first job was in a hardware store at $10 a week, but he soon took a lower paying job as an automobile mechanic, like his brother Malcolm.

Meanwhile Victor , the eldest of the three brothers ,worked as a consulting engineer in Chicago, where hespent bis spare time as an aerodynamist and a writer .His Vehicles of the Air and Airplane Design forAmateurs were widely read, discussed and used bywould-be aeronauts , including his brothers.Through Victor , Allen found work in 1910 as anairplane engine mechanic in Chicago and soon a chanceto take his first flight in an airplane . He met George


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Plew's Curtiss-type pusher, with a 35 hp engine , wasmade ready for demonstration flights from a nearbyrace track. The pilot was having difficulty in gettingthe plane off the snow covered ground When he finallygave up, Plew decided to call the demonstration off. Allenpleaded with Plew to let him have a try at getting theplane into the air. With Plew's O.K Allen retunedthe engine, and with higher rpm he was able to coaxthe flimsy pusher into the air, gradually oriented himself to the controls and the shoulder harness that workedthe ailerons. Jerkily he circled around and around theoval track and landed in one piece. Of his first solo hesays: I t was partly nerve, partly confidence , and partlydamn foolishness, but I was now an aviator "

Allen had about an hour and a half in the air whenhe began working as a "flying instructor . He also hada brief career as an exhibition flyer , which came toan abrupt end at Hoopeston, Illinois. Piloting a watersoaked and underpowered Curtiss , Loughead left theground in fine style, but could not gain altitude . Hisflight into the late afternoon dusk was suddenly interrupted by contact with some telegraph wire lines. Thefragile Curtiss came to rest in a tangle of wires, hanging with one wing impaled on the crossarm of l' pole.Allen switched off the engine , which was still running ,and scrambled unhurt from the wreckage.Experiences on the country-fair circuit taught Loughead what was good - and bad - about the flyingmachines of 1911. Not trusting his luck too far , and witha wife to support, he returned to San Francisco to workin a garage until such time as he might be able to buildan airplane of his own. The design for a three-placeseaplane was already occupying his mind. I t should bea tractor type , with engine in front, he was tired of worrying about a heavy motor mounted behind , hangingthere in readiness to crush the pilot should the planecome down nose first.Allen often discussed aerodynamics with his brotherMalcolm, and at length the two mechanics joined up tobuild their own plane. A hydroplane was the logicalchoice because of the unlimited facilities in and aroundthe Bay area , and San Francisco's long-time interestin boating. o give the impression that they were notbuilding their first plane , they designated the designas Model G.The brothers kept their jobs and worked every otherwaking moment on their airplane. Truly , one of theearliest of homebuilts. They rented a former garage atthe corner of Pacific Avenue and Polk Street, and forthe next year and a half, that corner was the scene ofever-increasing activity as the new airplane took shape.Max Mamlock of the Alco Cab company became interestedin their project and invested $4,000 to he lp them along.The first Loughead-built airplane was a sizable ship.A biplane , its upper wingspread was 46 feet and its

-The seaplane after installation of V-8, 80 hp eng ine and conventional type radiator . San Francisco Worlds Fair, 1915.

The Model G taxiing out for take off.


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the step . Soon the slapping of the waves below ceasedand the plane was airborne. The ship was very sensitiveto handle, but a short hop was enough to &how thatmonths of work had produced success. Allen, highlypleased , returned to the beach and took Malcolm aboard .This time the "hydro-aeroplane" made a 10-mile flight,cruising around the island of Alcatraz, soaring in grandstyle some 300 feet above Market Street.The Loughead's Model G was one of the first successful tractor-type seaplanes ever built . t was highlyunusual for this tender age of flight in that it couldcarry more than one person.The G was well proven , but a minor landing mishap and general economic conditions put the plane instorage for two years. Allen went back to his old tradeof keeping San Francisco motorcars in running condition. Malcolm, ranging further afield, tried to sell theChinese a Curtiss pusher, only to have the plane confiscated as contraband by the British at the outbreakof World War 1.The opening of the San Francisco-Panama Exposition in 1915, inspired the Loughead brothers to dustoff the Model G, and with fresh capital , they repairedthe plane, replacing the horseshoe radiator with a conventional type. They obtained the flying concession atthe Pan Pacific, and during the fifty flying days at thefair, they safely carried more than 600 passengers andmade themselves $4,000.

Allen and Malcolm decided to move to Santa Barbara after the exposition closed. Since the gas tank ofthe Model G held only 8 gallons , the boys couldn't attempt to fly the ship the 300 odd miles south so theypacked the plane in crates and shipped them by trairi.Early 1916 found them settled in Southern California and launching a new project: The Loughead Aircraft Manufacturing Company. For the third time , theenergy and obvious ability of Allen and Malcolm at

Publicity Photo)Audrey Munson and Malcolm Loughead in the cockpi t of theModel G.tracted financial backing. t came in this instance fromBurton R Rodman, a Santa Barbara machine shop owner.The new company proposed to build a 10 passengerflying boat, an unprecedented design which called forslow and painstaking workmanship. The second Loughead airplane will be the subject of the next article inthis series.

Back to the Model G, the brothers often flew it tokeep up their flying . t was finally retired in 1918.With scant sentiment, the engine was sold and the framework of the Lougheads' first airplane was junked forscrap.References:Of Men and Stars. A History of Lockheed Aircraft Corporation, by Philip L. Juergens.Revolution in the Sky, by Richard S . Allen.

***********************194 Ryan PT-22, a/n 41-15425 photographed by Ted Koatont Fond u Lac, Wlsconaln In Auguat, 1976.


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Karyl Herman after her memorable flight n Sky Pal.

s\tt \ al32Bravo'"At the 1980 Continental Luscombe Association (CLA)fly-in, we had the biggest collection of Luscombes everto assemble at one time in one place; 71 during the lastweekend of May. At this fly-in, an event occurred whichI'd like to share with you .

The first hint of this event-to-be came on Friday whenPhantasy (my Luscombe, N2368K) and I flew to Columbia , California, landed , and parked next door to some ofour favorite neighbors , our club president Loren Bump'spretty polished A model , and Sky Pal , a comfortablyfamiliar partner (whom we followed home from Oshkosh '79. Now I'm sure many of you Luscombe Loversare aware that Tim Bowers' Sky Pal is the 1979 EAA

By Karyl H ermanEAA 112967, A IC 3772725 Shelter Creek Lane , #225San Bruno, CA 94066Photos by the Author

suddenly blossoms over the Sierras . After gently rolling into the grass , we park and go have breakfast .Then it's time for the scheduled events - th e flourbombing/spot and short-field landing contests - a llin one flight. Phantasy and I "bomb" the flour-bombing ,get calculatedly lucky in the spot (first place), forgetto stop short and keep rolling to the turn-off (worstplace), and park.By now there are quite a few of the "wheels-onbackwards type aircraft entering the pattern. Columbiais a restored Gold Rush town, and a favorite fly-in spotfor weekend pilots . Taking a hangar-flying break beside the parked Luscombes , our illustrious neighborstarts pushing Sky Pal out to go flying . I inquire if Timneeds any help, and he says , yeah, come on, you're goingto fly.After a close-encounter-of-the-Bonanza-kind and afterthe dust settles, Tim bids me to come on and get in . No,Tim , really I can't . Oh come on , it's just like your plane.


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it , the rudders are different and need more pressure .Using some brake to correct for the lack of rudder inputin the turn, I discover that 32Bravo's brakes are noticeably better than 68Kilo's . After almost fouling up thefirst turn, I get the feel for the rudders and don't needbrakes to steer anymore.In the run-up area , everything checks out as ready,and we wait for some landing traffic before rolling intoplace. As we do so , that familiar feeling of excitementin the pit of my stomach makes itself known - the samefeeling I get whenever I haven't flown for a while andam about to do so (but I've already flown twice today ,so the excitement must be due to being in Sky Pal ).Slowly adding power and starting to roll while waitingfor something to feel different, the tail comes up onschedule and soon we're airborne Ah , that sure feelsgood - hold her down in ground effect and let the speedbuild up. Nice , that familiar feeling again . Hold herdown to the end of the runway, then pull back on thestick for my favorite zoom climb on take-off. All rightFeels good About 2 G's on the meter, airspeed bleeding off, now push over - don't stall it . . .Now we must do a fly-by for the CLAers down there .Check for traffic, turn crosswind, check again and turndownwind . Verifying altitude and airspeed takes acouple of seconds longer than usual - I have to find theinstruments; they're not quite where I'm used to findingthem. Hey , this plane really feels great - so smoothand purring, it feels comfortable and familiar. Slowdown on base and final to allow enough room betweenus and that 150 ahead so we can have room to build upspeed again for the fly-by The Cessna doesn't clearthe runway until the end, so we have to settle for ahigh fly-by. We'll have to go around and try that again ,it just won't do to make a low speed fly-by.This time around, I begin to think (and get nervous)about the landing coming up after the next circuit ofthe pattern. As we turn crosswind, someone comes upon the radio and says for me to leave the pattern andwait. Okay , but who's that? It's Tim and ~ c i l Shumanin Cecil's Luscombe, and they're coming up to get somein-flight photos. OK guys , I'll be over here near the bridge .In the meantime, let's get a better feel for this plane.Trying some maneuvers and having difficulty findinginstruments to verify what I'm doing, I decide to forget

about looking at the panel (pretty though it is) and justfly the airplane by the "seat of my pants . Oh yes, thatworks out much better. I do remember to check the oilpressure/temperature from time to time, but ignoreeverything else.Soon Cecil 's Luscombe is in sight, and with himanother Luscombe - Al LaForge's Lady Bug withbrother Fred flying. We switch frequencies so we canchat and so Tim can get us where he wants us for thepictures. Oh dear, I don't know if I really want to flySky Pal in tight formation . Oh well, just fly theplane and everything will be all right . Sure enough ,it is . We fly around, changing places several times , andthe only thing I miss is having the D-windows for spotting my partners . So I tell myself to just pay attentionto the plane I'm flying wing on, and let the other guyworry about me. Works out great

Entering the pattern and back on Unicom, Tim handsignals for me to take the lead for a fly-by at about 100feet . Gee , this is great , I almost wish it would go on andon. Hey gang , look at u s - I m flying the Grand ChampionWow What an indescribable feeling This really ishappening . . .Turning downwind , the upcoming landing becomesa decision to make , shall I stall it or wheel it? It mightbe nice to try a stall landing, my tailwheel always shimmys, so I almost never do one. On the other hand, I'mmore comfortable doing wheelies . . . Aw shucks , wheelieslook so good , and I'm happier doing them, le t's wheelSky Pal on. Turning final, I realize that this historic(for me) flight is almost over, and what a privilege ithas been. This is definitely one for my logbook , whichshows nothing but "68K", page after page, since I gotmy Luscombe. Yes, that's right, 32B is only the secondLuscombe I've soloed . Coming down the last few feeton final , I let Sky Pal tell me what to do an d , "just like"my Luscombe, she does and soon our main '> chirp onthe runway - stick forward - and she rolls straightas an arrow . No rudder-fanning at all, just wait for thetail to settle to the ground and then add some power fortaxi to the parking area .Shutting down and climbing out, I'm ecs tatic - T imlet m fly Sky Pal, the Grand Champion Classic Whata privilege Thank you, Tim Bowers, for a flight I'llnever forget

Tim and Barbara Bowers 2132B, Ka ryl Hermans 2368K, Lorenand Adele umps 71134.


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HOW TO BUILD THE FAMOUS t

MOIS LL1

SANTOS-DUMONT'S MONOPLANEBy Arthur E . Joerinand

A. Cross, A. M.The Santos-Dumont "Demoiselle":Historical BackgroundBy George Hardie, Jr.EAA Historian

Part IIHaving finished the steering arrangement it wouldbe wise to take up the construction of the wings. Thewings of the Demoiselle are made entirely of bamboorods with bamboo or ash lateral beams as shown inPlate V. However, Clement Bayard at whose factory

in France these monoplanes are being manufacturedmakes them of poplar or ash . Aluminum tubes have alsobeen used . t would be advisable, however, to stick tothe bamboo rods which served Santos-Dumont so well.

In order to secure the curves as shown at the top ofPlate V, on the left, it would be sufficient to bend therods over a form by force. They may also be bent bymeans of a string tied to the ends drawing them to-gether and then plunging them into boiling water forabout 15 minutes . The rods should be given plenty oftime to dry before the strings are removed and theyare placed in position. They will retain their shape ifgiven time to dry, so no attempt should be made to hastenmatters . If the builder desires to use wood he may pro-ceed in like manner. The curve is almost the true arcof a circle .

t is not necessary to bend the rear lateral rod. tsuffices to bend the one in front . The whole plane struc-

ture is kept rigid by guide wires running from the rodsto the frame as shown in Plate IIn order to attach the cloth to the extremities of therods, it is not necessary to employ any other method thanthat shown at C, Plate III. This is the best methodknown . As with the steering device the front ends ofthe rods have to be covered by means of cloth hemmedover . This diminishes the friction of the air against therods. Santos-Dumont has not always used the samemethod of attaching the cloth, but the method shownhere is the one he used on the machine with which hemade the famous flight and is the method which thebuilder is advised to follow.

In the original flyer there was a rod just above thehead of the pilot. t has been thought advisable, however,to leave this rod out. Santos-Dumont is quite short , andwhen he was in the pilot's seat his head did not reachthe rod . In the machines now being manufactured inFrance the rod is omitted.The wings completed, it would be well to next undertake the construction of the frame. The wheels are easilymade, for, save that they have a longer hub , they arevery similar in construction to the ordinary bicyclewheel. In the construction of these wheels it would bewell to use strong wire spokes, for at times, when themachine strikes the ground suddenly great stress isput upon them . Santos-Dumont experimented a longtime with the wheels before he finally settled on a hub


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length of 6 in . This he found was strong enough to support the machine when he used a 35 hp motor. f a lightermotor is used, the size of the wheel hubs may be modified. These hubs are , as may be seen in the drawings ,simply put on over the tubes and fastened by a cotterpin . The tubes should be allowed to extend out severalinches beyond the end of the hub. Great care should betaken in the selection of this lower tube , for almost theentire weight of the machine comes upon it. t is notnecessary to provide any special bearings for the wheels,as it is intended they should work with a slight friction.It may readily be seen that the wheels are inclined toward one another at the top . The angle of inclination ofthat part of the tubing, which forms the axle, is 1 to 9.This manner of placing the wheels prevents them frombeing broken when subjected to a slight jar if the machinetakes to the ground unexpectedly.The connection of the tubing with the framework ofbamboo is somewhat difficult , but the details of assembling are always the same in principle, and are shownon Plate VII. The pieces, which are to hold the tubesare introduced, the shoe is firmly bolted . (See Detailof Assembly A on Plate VII . If the builder does notcare to prepare these special pieces, the flattened endof the tube may be affixed to a square piece of metalby means of an additional bolt. t is considered bett-er,however , to prepare these special pieces as receptaclesfor the ends of the tubes .

t would be imprudent and dangerous to make ahole in any of the three main bamboo rods which constitute the frame of the machine, for this would detractfrom their strength. When we _are ready to attach the

tubing to the frame, it would be well to follow themethod shown on Plate VII . (Detail of Assembly of aPost with the Bamboo.) Out of a piece of sheet metal ajoint may be formed so as to make a receptacle for theend of the tube. Provision should be made by a smallpiece of metal so that the bamboo will be protected ifthe end of the tube should strike it. Pieces of sheet metalcan be wound around the bamboo rod as indicated onthe drawing.Let us now call your attention to the joint at thejunction of the lower bamboo rods with the two uprighttubes at the inside bearing of each wheel. This forklike joint should be brazed in the manner of a bicycleframe. t may also be forged or made of a piece of sheetmetal forced into shape. There may be some play at thejoint, but this does not matter, as the wire stretchers,to be put on afterward , will give the necessary strength ,and prevent the pieces from gliding one upon the other.The machine thus far completed, we may proceedto attach the piano wire stretchers, and then the wirescontrolling the horizontal and vertical rudders and governing the warping of the planes. The rudder controlsmay be installed in accordance with the builder's ideas,and the motor controls will vary, of course , with thetype of motor used. In the Demoiselle the wire regulating the horizontal rudder is attached to a lever withineasy reach of the pilot's right hand. The vertical rudderis governed by a wheel at the pilot's left hand . The leverwhich controls the warping of the planes is placed behind the pilot's seat. Santos-Dumont operated this bybending his body to the right or left, the lever fittinginto a tube fastened to his coat in the rear. A side move-

Left hand ingof the DemoisellcP LATE 1Z

CURVE OF FFONT LONG TUDINAL BEAM


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metal Gau5e IYE'16Sheet meta/

L ___________________ _ - - This view gives a good Idea of the location of the gasoline tank and the radiator

How Santos-Dumont conveyed his ae roplane to the aviation field.

General Dimensions of the Demoiselle

2O


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View of the Demoiselle showing position of motor andpropeller.

ment pulls the rear end of the wing opposite to the sideto which the pilot leans . The balancing of the wholeapparatus, is, therefore , in a manner , automatic. Thepilot has but to bend over to one side in order to balancethe machine . Springs are introduced on the wires whichcontrol the rudders of some of the machines so as to bringthe rudder back to its normal position without efforton the part of the operator. The seat is a piece of canvasor leather stretched across the two lower bamboo rodsjust behind the wheels.Santos-Dumont had his motor control so arrangedthat he could regulate the supply of gasoline by his foot.The spark switch may be placed on the steering lever.These controls may be arranged differently , however,with other motors.It is of prime importance that the motor should beperfectly balanced. t should be direct connected to theaxle holding the propeller. The gasoline reservoir islocated behind the pilot s seat , the fuel being forced upinto a smaller one just above the motor. In his remarkable flight from St. Cyr to Buc, the inventor of the monoplane used a two-cylinder Darracq motor of 30 hp , whichgave the propeller 1000 rpm . t weighed a little of 99lb. The ent ire machine weighed 260 lb. without the pilot.At the end of the crankshaft opposite the propeller ,is a pinion and eccentric working the oil pumps. Thispinion also meshes with the gear which operates thewater pumps. The cams which raise the valves at thesame time operate the magneto . The radiator , whichis composed of a great many small copper tubes connected up to a larger tube at the front and rear , is placedunder the main surface of the wings and extends fromthe front to the rear of the planes.

h /Details of the Demoise e

PLATEW TRU553TRU rS 2

5t iffening tIJbei i meteri i i)Ther? Bamboo P/eces ' -for the back lonRi t IJd 7{t.n lbeams or t he r 8a mb } } of thewings enter mt o ____- Fr me c(}nnededthese tIJ bes ttneloid 01I the 3 tubesTube tor rib I \

a t c e n t e tJamboo 01 Frame .

The lateral tubes arVf lattenedand 3re .Joined by a boJt atthe midd/( C3 e


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Some of the aircraft displayed in the Museu Aeroespacial - Campo os Afonsos - Rio. On the left are theSantos Dumont 14 BIS and Demoiselle a Muniz M-7 a CAP 4 and others.

\ W ~ ~ ) f ~ ( ] D ~ ) ~ ~ ~~ [ J lB[p )7ZBy J C. BoscardinEAA 127040, A IC 4376Silveira Peixoto 107780,000 Curitiba Panama

BrazilPhotos Courtesy of the Author

_ 't ~ . . \ . . 0 1 '---.

Like some other large countries with partially developed areas Brazil has had a dual attitude regardingthe importance of aircraft since the beginning of thiscentury .

There have been short periods of time when bothprivate concerns and government-sponsored facilitieshave attempted to design and build aircraft. Since 1910


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A view inside the Museu Aeroespacial - Campo Dos Afonsos Rio. The Curtiss Fledgling on the left is airworthy.

the J-3 Cub, produced in 1934. This aircraft called thePaulistinhas was powered by a 3 cylinder, 45 hp engineand approximately 1,000 examples were manufactured.While this work was being done in Sao Paulo State,a Naval factory in Rio was assembling imported planes

a.nd manufacturing under license such types as the FockeWulf FW-44 and FW-56. After the start of WWII production changed to Fairchild PT-19s and later to Fokker trainers.The private aviation industry in Rio was representedby a naval shipbuilder, Henrique Lage who owned asizeable facility and hired the French designer, Mr. ReneeVandaelle. By 1934 the serialized production of planes,

the M-7 and M-9, designed by Guedes Muniz had begun .Mr. Muniz studied in France where he constructed oneor two prototypes as a student. The M-7 and M-9 werebiplane trainers powered by Gipsy engines.In 1938-39 the Henrique Lage factory began to produce the HL series. The HL-1 was a Piper-like highwing monoplane and the HL-6 was a low wing aerobatictrainer. Even a single, light trimotor craft was built.After 1945 there was a house cleaning programand many training and general use aircraft used duringWWII were scrapped. Many good, vintage aircraft inflyable condition were dismantled and the componentssimply disappeared. More than 2,000 airplanes distributed during the war effort to clubs and schools,were reduced to a few dozen . Planes like the FockeWulf Strosser were lost while some American Fleet2 s and British Tiger Moths survived.

EAA member J. C. Boscardin and a Fleet biplane. FairchildPT- 9 in background.

terest for the foreign reader and I will try to obtainsome figures. Examples of the HL-6 can be seen in twoBrazilian museums, one in Sao Paulo and the other inAfonsos-Rio which also displays a flyable CurtissFledgling.As late as 1950 there were some Ju 52 s, Weihe s, andeven a flyable Me 108 but they have since vanished.American types such as Wacos and Stearmans havedeteriorated from abandonment mostly because of alack of operable powerplants.Today we can only see a possible restoration project,some Aeronca Chiefs, 2 or 3 Luscombe Silvaires, aBucker Jungmann or two, and perhaps 2 or 3 TigerMoths .

C LEND R OF EVENTSMARCH 15-22 - LAKELAND, FLORIDA - 7th Annual Sun N Fun EMFly-In. First big fly-in of the year. Don t miss it - make your plans

now.MAY 1-3 - BURLINGTON, NORTH CAROLINA - Fly-In. Antiques,

Classics , Homebuilts, Ultralights and Warbirds invited. Awardsand banquet Saturday night. For further information, contact GenevaMcKiernan, 5301 Finsbury Place, Charlotte, NC 28211.JUNE 5-7 - MERCED, CALIFORNIA - 24th Annual West Coast Antique


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AVAILABLE BACK ISSUES OF


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The VINTAGE AIRPLANE1973 - March through December1974 - All Are Available1975 - July/August, September/October, November/December1976 - January through May , August through December1977 - All Are Available1978 - January , March through June, August, October,November1979 - February through December1980 - All Are Available1981 - JanuaryBack issues are available from Headquarters for $1.25each, postpaid, except the July 1977 (Lindbergh Commemorative) issue , which is $1.50 postpaid.

ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans ,includes nearly 100 isometrical drawings, photos andexploded views . Complete parts and materials list . Fullsize wing drawings. Plans plus 88 page Builder's Manual- $60.00. Info Pack - $4.00. Super Acro Sport WingDrawing - $15.00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 414/425-4860.ACRO - The new 2-place aerobatic trainer and sportbiplane. 20 pages of easy to follow , detailed plans . Complete with isometric drawings, photos, exploded views.plans - $85.00. Info Pack - $4.00. Send check or moneyorder to: ACRO SPORT, INC., P .O. Box 462, Hales Corners , WI 53130.414/425-4860.POBER PIXIE - VW powered parasol - unlimited inlow. cost pleasure flying . Big , roomy cockpit for the oversix foot pilot . VW power insures hard to beat 3V gph atcruise setting. 15 large instruction sheets. Plans - $45.00.Info Pack - $4 .00. Send check or money order to: ACROSPORT, INC., Box 462, Hales Corners, WI 53130. 414/425-4860.DERRICK INDUSTRIES, INC. - Repair Station 464-61.Wooden propeller repair and manufacturing. 1565 NorthBroadway , Stockton , CA 95205. Phone 209/462-7381.Wanted: 120 hp upright Gipsy engine or 145 hp inverted Mark 7 engine. Need propeller and hub for same.Engine must be complete. Al Kelch, 622 North MadisonAvenue, Cedarburg, WI 53012.

FLYING ANDGLI DER MANUALS

1929, 1930, 19311932, 1933, 2.50 ea.SEND CHECK OR MONEY ORDER TO :EAA Air Museum Foundation, Inc.

Box 469 Hales Corners, WI 53130Allow 4-6 Weeks For Delivery

Wisconsin Residents Include 4% Sales Tax

DRESSIT UPWITH A NEW

I I ~ INTERIORll tems READY-MADE for a ~ y

DO-IT-YOURSELF INSTALLATIONSeat Upholstery - Wall Panels

Headliners - Carpets - etc.Ceconite Envelopes and Dopes

Send for FREE Cata logFabric Selection Guide - S3.004 ~ P ~ 1 H C .

259 Low.r Morri.vill. . : : : = =1VISAI I -j Fall.ington, 19054 ra ;:.:C:" . (215) 295 4115 l wMEM ERSHIP INFORM TION

Membership in the Experimental Aircraft Association, Inc. is $25.00 for one year, $48.00 for 2 yearsfAA and $69.00 for 3 years. All include 12 issues of Sport Aviation per year. Junior Membership (under 19years of age) is available at $15.00 annually. EAA Member - $14.00. Includes one year membership in EAA Antique-Classic Division , 12 monthly


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Documents

Vintage Airplane - Feb 1981