Embed Size (px)
DESCRIPTION
EAA
Citation preview
11 Wingspan
Joe Hughes Thundering Airshow Machine Eastwood Exclusive In 1977 joe Hughes built this amazing flying machine It is now on display in the Experimental Aircraft Association Museum in Oshkosh WI This die-cast metal replica is a tribute to Hughes and the Stearman itself bears original pad-printed markings The cockpit canopy hides the coin slot and the engine cowl twists off for coin retrieval Proceeds benfijit The BAA Education Foundation 301500 Joe Hughes Stearman BiplaneBank $3495
I I 4000bull Noel-1 DC-3 12 12 Wingspan
Yuletide Express Delivery Eastwood Exclusive Santa is to sure make his deliveries on time now that he has a DC-3 Noel-I features special two color pad printed wreaths around the side windows and on the wing and green engine fairings Like the real thing this DC-3die-cast planebank has retractable front wheels and turning propellersThis limited edition would make the perfect gift for that special aviation fan on your gift list 312000 North Pole Airways PlaneBank $2995
~aMJuood futolTlDhiIUi580 Lancaster Ave PO Box 3014 Malvern PA 19355middot0714 Please Send me QUANTI TY
__319100
PA reSidents pleaseadd 6 tax to Totat
Laird Super Solution $8995 each Joe Hughes Stearman $3495 each North Pole Airways DC -3 $2995 each
us PACKING amp GUARANTEED DEUVERY CHARGES S1501 30 ~ S495 S3001 50 ~ 5695 S5001 75 ~ S795 S7501 100 ~ 5995
S10001 150 ~ S11 95 S15001 amp up ~ S13 95
Canadian residents please call for shipping details
Please Indicate Method Of Payment
o IVISA I 0 ~ 0 IliAI 0 ~~~~~ed Card ____________ Exp Date ____________
Name _____________
Address ____________
City State Zip ___________ Phone ____________
Signature ____________
EDITORIAL STAFF Publisher
Tom Poberezny
September 1995 Vol 23 No9
CONTENTS 2 Straight amp Levell
Espie Butch Joyce
3 AlC NewsHG Frautschy
5 EAA Oshkosh 95 Award Winners
6 Mystery PlaneHG Frautschy
7 Aeromail
8 Type Club NoteslNorm Petersen
10 Gullwing AnyonelHal Cooney
12 The Departure StalVSpin AccidentlDick Hill
13 A Mint Contemporary Class Cessna 172Norm Petersen
16 Great Lakes Treasure-Zac and Doris Howards Hammond 100HG Frautschy
20 Waco RNFNorm Petersen
22 What Our Members Are Restoringl Norm Petersen
24 Pass it to BucklEE Buck Hilbert
26 Von Willers Command-Airel Norm Petersen
27 Welcome New Members
28 Calendar
30 Vintage Trader
Page 10
Vice-President Marketing amp Communications
Dick Matt
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
Advertising 0 Mary Jones
ASSOCiate Editor Norm Petersen
Feature Writers George Hardie Jr Dennis Parks
Stoff Photographers Jim Koepnick Mike Steineke
Carl Schuppel Donna Bushman
Editorial ASSistant Isabelle Wiske
EAA ANTIQUECLASSIC DIVISION INC OFFICERS
President Vice-President Espie Butch Joyce Arthur Morgan
PO Box 35584 Germantown WI Greensboro NC 27425
910393-0344
Secretary Treasurer Steve Nesse EE Buck Hilbert
2009 Highlond Ave PO Box 424 Albert Lea MN 56007 Union IL 60180
507373-1674 815923-4591
DIRECTORS John Berendt Robe~ C Bob Brauer
7645 Echo Point Rd 9345 S Hoyne Cannon Falls MN 55009 Chicago IL 60620
507263-2414 312779-2105
Gene Chase John S Copeland 2159 Carlton Rd 28-3 Williamsburg Ct
Oshkosh WI 54904 Shrewsbury MA 01545 414231-5002 508842-7867
Phil Coulson George Daubner 28415 Springbrook Dr 2448 Lough Lone
Lawton MI 49065 Hartford WI 53(127 616624-6490 414673-5885
Cha~es HarTis Stan Gomoll 7215 East 46th St 104290th Lane NE Tulsa OK 74145 Minneopclis MN 55434
918622-8400 612784-1172
Dale A Gustafson Jeannie Hill 7724 Shady Hill Dr PO Box 328
Indianapolis IN 46278 HalVord IL 60033 317293-4430 815943-7205
Robert Ucktetg Robert D Bob Lumley 1708 Boy Ooks Dr 1265 South 124th St
Albert Lea MN 56007 Brookfield WI 53005 507373-2922 414782-2633
Gene Mortis George York 115C Steve Court RR 2 181 Sloboda Av
Roanoke 1)( 76262 Mansfield OH 44906 817491-9110 419529-4378
SH OWes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213
414771-1545
DIRECTOR EMERITUS SJ Wrllman
1904-1995
ADVISORS Joe Dickey Jimmy Rollison
550akeyAv 640 Alomo Dr Lawrenceburg IN 47025 Vacaville CA 95688
812537-9354 70745 H)4ll
Dean Richardson Geoff Robison 6701 Colony Dr 1521 E MacGregor Dr
Madison WI 53717 New Hoven IN 46774 608833-1291 219493-4724
Page 16
Page 26
FRONT COVER From north of the border heres John Van Ueshouts 1958 Cessna 172 winner of the Most Original- Contemporary award at EM Sun n Fun 95 EM photo by Jim Koepnick shot with a Canon EOS-l N equipped with an 8O-2oomm lens 1125 sec at fl3 on Kodak Ektachrome Lumiere 100 film Cessna 210 photo plane piloted by Bruce Moore
BACK COVER The Last Ride a painting by San Diego artist Glen Winterscheidt was awarded an Excellence ribbion during the 1995 EM Sport Aviation Art Competition For more information see AC News on page 3
Copyright copy 1995 by the EM AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 Second Class Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic Division Inc is $2700 for current EM members for 12 month period of which $1500 is for the publication of VINTAGE AIRPlANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - P~se allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken EDITORIAL POLICY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely wrth the contributor No renumeration is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 414426-4800
The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EM EM INTERNATIONAL CONVENTION EAA ANTIQUECLASSIC DIVISION INTERNATIONAL AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarllts THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRAliGHT CONVENTION are tradernarllts of the above associations and their use by any person other than the above association is strictly prohibited
EAA Oshkosh 95 has come and gone with a speed that almost blows your mind It seems that you work almost a full year to ensure that the week of the convention goes smoothly for those who feel the need to attend the greatest aviation convention in the world and then Boom its over The AntiqueClassic Division can only continue to improve and provide the best services for the an tiq ueclassic area of the Convention with the input of the membershyship to the Officers and Directors Please let us hear from you with any suggestions that you might have that will help us make your stay more pleasant
I feel this was one of the best convenshytions we have had in the AntiqueClassic area We had over 170 antique aircraft in attendance a record for us One of the reasons for this great attendance was the presence of the American Waco Club which was responsible for having over 40 Wacos attend this year Phil Coulson president of this club Antique Judge and a Director of the AntiqueClassic Divishysion was just beaming with pride at all those beautiful Wacos I should mention that your past vice president of the Divishysion Jack Winthrop flew his UPF-7 from Texas and seemed to have a great time (very nice Waco Jack)
There were loads of nice antiques this year You will be reading more about these airplanes soon in the October issue of VINTAGE AIRPLANE These color photos alone will be worth a years dues
This year when it comes to Classics the judges really had their hands full with the quality of workmanship greatly improving each year Just riding down the flight line I could see what I would classify as showshyroom quality airplanes With over 700 Classics on the flight line the Judges had to keep on the move
When the AntiqueClassic Division esshytablished the Contemporary category four years ago there were a number of individshyuals who felt that the flight line at Oshkosh was being given up to become a parking lot of regular plain airplanes Well one
2 SEPTEMBER 1995
STRAIGHT amp LEVEL by Espie Butch Joyce
would only have to walk the flight line this year and view the quality of workmanship of many of these airplanes and the pride of ownership of this historic period of avishyation The perfect example of this is the Contemporary Grand Champion this year a Cessna 150 This airplane is the serial number one production Cessna 150 with over 6000 hours of training time This aircraft and its restorer Craig Roberts deserve to be recognized by the aviation community
There is a topic that the Division will be discussing in the near future With the presence of the American Waco Club this year there were a number of NuWacos parked with the group aircraft recently produced by the Classic Waco Co in Michigan I had a number of people stop by and talk to me about these planes beshying parked in the antiqueclassic area Opinions on this issue seem to be split shysome people thought it was great and then there were some who had the opinshyion that maybe they should not be parked in the antique area The topic is should the AntiqueClassic Division form a new category for these type of aircraft Id appreciate hearing from the membership shywrite to me and voice your views on this subject so that the Board can make the proper call on this issue
Overall I think that the EAA Oshkosh 95 Convention was a great success We are already working to see that Oshkosh 96 is even better
While we are on the subject of fly-ins Mr Bob Hasson chairman of the Coppershystate Regional EAA Fly-In wrote to ask that I pass along the following
The COPPERSTATE has always atshytracted a larger number of show planes usually averaging over 350 However the fewest type to attend has historically been Antiques Since most of our volunteer force are homebuilders perhaps we havent courted the antique community as diligently as we could have But we are all hard core aviation enthusiasts and apshypreciate all machines aeronautical In fact most of our judging staff are into restorations Three years ago they proudly selected a Bird aircraft as our Grand Champion The purpose of this
letter is to advise you of our growth intenshytions and to cordially invite the entire Anshytique community to join us in making the COPPERSTATE a true world class aviashytion convention For information call 1800283-6372
I have a request of the individual Chairshyman at EAA OSHKOSH 95 It has been my desire for some time to assemble a written manual of Chairmans responsibilshyities at the EAA Oshkosh Convention reshylating to the operations of the AntiqueClassic area For the past several years I have been receiving written input from different Chairmen as to how they see their job responsibilities If you have not sent me this information please take a few moments to write down this info and mail it to me so that I can complete this project
It was great to have all of these Golden Age air racers back to Oshkosh this year What a sight it was to see these racers racshying around the airport It was a scene that made me have goose bumps On a sad note Captain Harold Neumann passed away July 51995 Harold had flown a number of these racers during the original air races Many of you may remember Harold from flying his white Monocoupe Little Mulligan and performing aeroshybatics at air shows Harold was a good friend to many people and aviation and well miss him
One business item now A special meeting of the EAA AntiqueClassic Dishyvision membership is being called to be held on November 10 1995 at 900 AM at EAA Headquarters Oshkosh WI for the purpose of amending the Divisions Artishycles of Incorporation and Bylaws in prepashyration for application to the IRS for 501(c)(3) status which will classify the dishyvision as non-profit
Your membership has passed the 10000 member mark We were able to do this with the loyalty of the members and their hard work Ask a friend to join us so they too might enjoy the benefits of beshying a member of the AntiqueClassic Divishysion Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all
(3IWl ABOUT THE BACK COVER
PAINTING
Glen Winterscheidts painting of a late evening scene depicts a 1929 Travel Air as flown in these modern times by Barnstorming Adventures Ltd of San Diego CA The plane frequently flie s over his home on its Sunset Snuggler flight so named because the Travel Air holds two passengers up forward sideshyby-side The return to the airport is the subject of Glens painting
A Naval Aviator who later gradushyated from the Art Center College of Design in LA with a Professional Arts degree Glen retired from General Moshytors in 1990 as the Chief Designer of the Truck and Bus II studio Retiring to San Diego (a favorite spot for many reshytirees who had been in the US Navy at some point in their lives) Glen now enshyjoys painting aviation and landscape scenes For more information on Glens painting you can contact him at 5738 Del Cerro Blvd San Diego CA 92120
TICKETS STILL AVAILABLE TO WIN LUSCOMBE
In 1993 the Don Luscombe Aviation History Foundation purchased the Type Certificate for the 8 series of aircraft to help preserve the history of the aircraft and to make it possible to make parts and technical support available to the many Luscombe owners who wish to keep their aircraft airworthy
To he lp finance this work the DLAHF ha s offered a rebuilt Lusshycombe 8 as the grand prize in a raffle each of the past two years and is doing so again in 1995 Only 2400 tickets are made available and just under 500 tickshyets remain for this years raffle which will be held in conjunction with the EAA Copperstate Fly-In in Mesa AZ October 12-15 1995 Tickets can be purchased by contacting the DLAHF PO Box 63581 Phoenix AZ 85082 phone 602917-0969
Proceeds are used to maintain an exshytensive Luscombe parts inventory and offer factory technical research and data upon request Developments initishyated by the Foundation have included a redesigned and stronger landing gear tail beef-up kits and fittings wing inshyspection kits and other minor modificashytions that have been FAA reviewed and approved
compiled by HG Frautschy
FLV-IN NOTES
GADABOUT GADDIS FLY-IN shynow the oldest fly-in the the northeast this fly-in sounds like a lot of family fun Held in Bingham Maine the event feashytures aircraft rides carnival rides and competitive events for pilots as well as a host of other community oriented acshytivities Admission is $3 For lots more information contact the Upper Kenshynebec Valley Chamber of Commerce at 207672-3978 or 4100 NORDO aircraft
pilots are requested to call 207672-4814 prior to departing to give their approxishymate arrival time Also no foot traffic is allowed across the runway - a walkshyway will be provided at the north end of the field for pilots and their passengers
7th ANNUAL R EUNION EASTshyCOAST BELLANCACHAMPION CLUB - To be held October 6-81995 at Schuylkill Co unty Airport in Pottsville P A In addition to their soshycia l gatherings a service clinic will be held at Witmers Aircraft Service For more information contact Ellie Thoens 908542-5599 or Tom Witmer 717544shy9311
THIRD WEST COAST ILPA GETshyTOGETHER - The International Liaishyson Pilots Association will hold a fly-in get-together in conjunction with the Point Mugu Airshow September 23-24 For more info call George Chip
NEW MUSEUM EXH IBIT LEADS VISITORS TO PIONEER AIRPORT
The EAA Air Adventure Museum bas added another dimension to its Pioshyneer Airport experience with the dedication of a new exhibit within the main museum building Visitors are now invited to Pioneer with a display that feashytures a hangar facade filled with artifacts such as an original airway beacon that was lit with acetylene one of the first microphones used at the Cleveland airshyport and other interesting items from aviations golden age
A display honoring the volunteer pilots at Pioneer is mounted on the wall as well as photos of the various airplanes housed in the six hangars that make up Pioneer Airport A seventh hangar honoring the memory and legacy of Steve Wittman is now under construction and is scheduled to be dedicated during the Spring opening of Pioneer Airport in 1996
In front of the Pioneer Airport hangar in the Museum a 1929 Velie Monocoupe 113 restored and donated by the late John Hatz is on display as is a 1921 Ford Model T Depot Hack restored by the late Lyle Milius and loaned to the museum by his sons Doug and Richard in honor of the father and their mother Mildred
An aniiouncement is made to alert visitors throughout the museum that transportation is available to the airport which lies just outside the the back enshytrance When the announcement is made a large rotating beacon is turned on to guide those who wish to visit Pioneer Airport to the new exhibit where they can board a tram for the short ride over to Pioneer
Well have a full report on 1995 activities at Pioneer Airport in the Novemshyber issue of Vintage Airplane
PIONfER AIRPORT
VINTAGE AIRPLANE 3
Audrey Poberezny was presented the National Aeronautic Associations Katharine Wright Memorial Award during EAA OSHKOSH 95 With Audrey are (left) Jack Cole of the NAA and Joyce Wells president of the 99s (far right)
AUDREY POBEREZNY RECEIVES KATHARINE WRIGHT MEMORIAL AWARD
During EAA OSHKOSH 95 the National Aeronautic Association awarded Audrey Poberezny the Katharine Wright Memorial Award Audrey the wife of EAA Founder and Chairman of the Board Paul Poberezny and mother of EAA President Tom Poberezny was selected for the award based on her lifeshylong contributions to the success of the Experimental Aircraft Association and to the growth of sport aviation over the past 40 years
While Paul was busy working during the day as a full-time officer in the Wisshycousin Air National Guard Audrey was responsible for the day-to-day operashytions of EAA from its founding in the basement of the Poberezny home in 1953 until EAA built its first offices in Hales Corners in 1964 Audrey then served EAA as General Manager until 1970 She continued to serve in various capacishyties as she does to this day as the Chairman of Guest Relations facility at EAA OSHKOSH Much of the outstanding reputation of EAAs offices can be atshytributed to the organizational and business skills used by Audrey during the early days and to the professional attitude she brought to EAA
The Katharine Wright Memorial Award is presented annually to a woman who has provided encouragement support and inspiration to her husband and thus was instrumental in his success or who made a personal contribution to the advancement of the art sport and science of aviation and space flight over an extended period of time Other recipients have included Moya Lear Anne Lindbergh Ascha Peacock Donnels Olive Ann Beech Elizabeth Pfister June De Etta Maul and Nadine Jeppesen
Our congratulations to Audrey for this well deserved honor L-_______________________---~_____l
Robinson at 818899-8647 Proceeds are to benefit the Sun n Fun For those of you who plan on being Museum Contact Wayne Boggs
in Florida this winter you may wish to Chairman 813251-1820 or Art Henshystart o ut your 1995-96 season with a derson Sun n Fun Museum manager visit to the Sun n Fun Foundations at 813644-0741 Wings n Things 95 November 4-5 There will be an open house at the Sun TYPE CLUBS n Fun museum along with hands-on aviation workshops an aviation parts If you re a Culver aficionado theres auction air adventure days for yo uth a newly re-created type club for yo u f1y-bys airplane rides and giant scale Tt s the Culver Aircraft Association radio controlled aircraft will be joined They hope to soon be publishing the by the Polk Co unty Harley Davidson Culver Cadet-O-Gram newsletter Owners Group Motorcycle show and a edited by Dan Nicholson Ive not yet Corvette show to round out this event seen an example but Dan advises it will
be a forum to exchange information on activities and technical information For more information write
Culver Aircraft Association co Dan Nicholson 723 Baker Dr Tomball TX 77375 713351-0114 As a point of interest Allen Johnson
has kindly Jent his restored Culver Dart featured on the cover of the July 1994 issue of Vintage Airplane for display in the EAA Air Adventure Museum Thanks Allen
A new Type Club has been formed for fans of the Cessna T-SO Bamboo Bomber D es ignated the AT-17 or UC-78 by the Army when it served with the military the airplane has a dedicated following The new president is Dwain Pittenger owner of NU78 in Hereford TX The club will work to keep the few planes of this type flying and will proshymote restoration of the few basket cases which have escaped disposal There are sixty-one owners listed in the FAA regshyistry out of th e more than 3000 that were produced during WW II
Elmer Steier of Whittemore IA is vice-president and further information can be obtained from the club s secreshytarytreasurer Jim Anderson Box 269 Marine on St Croix MN 55047
A LITTLE HELP PLEASE
First from Tom Bins of Bins A viashytion Hangar 36 Adams Rd Eagle River WI 54521 phone 715479-3484 we have a request for any photos manuals specishyfications or information regarding the Rearwin Speedster Tom is working on the restoration of a 125 hp Menasco powered Speedster and is finding inforshymation tough to come by Anything you can add would be appreciated
In wh at has to be one of our more unusual requests we got a call a while back from Ed Love a process engineer at Packard Electric Co Mail Stn 03M 408 Dana St PO Box 431 Warren OH 44486 Ed is interested in obtainshying some origi nal ignition cable proshyduced under a new (in 1931) patent by the company A display is being made of some of the products made by Packard Electric for their corporate HQ This particular ignition cable feashytures a multiple conductor wire enshycased in a rubber insulator with altershynating layers of Jacquer coated fabric and a flexible metal shielding that is also coated with a lacquer and fabric finish It may be difficult to ascertain if the old ignition cable you have was built by Packard but if you have an old sample of ignition cable lying around your shop that fits this description feel free to send it to Ed Love at the adshydress noted above
4 SEPTEMBER 1995
fAA Oshkosh 95 AntiqueClassic
AWARD WINNERS ANTIQUE AIRCRAFT
Grand Champion - E T (Woody) Woodward Franklin TN - 1937 Bucker jungmeister N133jU Reserve Grand Champion - Alan Buchner Fresno CA 1932 Waco QDC NC12434
Transport Category
Champion - jerry and Betsye Holmes Chatshytanooga TN 1944 Grumman G21 A Goose NC 121Gl Runner-Up - john D Fields Sonora TX 1937 lockheed 12A NC33RA
Replica Category
Champion - jim jenkins Goshen CT 1991 Gee Bee E NC 856 Y Runner-Up - Stephen Halpern Hewlett Harbor NY 1992 Wedell-Williams Type 44 NC161Y Outstanding - jim Clevenger Marion NC 1984 Wedell-Williams NC278V
CLASSIC AI RCRAFT
Grand Champion - Gene Engelskirge r Hinckley OH Cessna 170B N2727C Reserve Grand Champion - Orlo Maxfield Northville MI Funk B85C N1654N
Class I (0-80 hpj - Ray L johnson Marion IN Aeronca Chief 11 AC NC3469E Class I (81-150 hpj - john C Reib Stuart Fl Stinson 108-2 NC9818K Class 11 (151 hp and Up) - james B Sayers Edishyson OH Cessna 195 N2197C Custom Class A (0-80 hpj - Donald Claude Dekalb Il Taylorcraft BC12D NC96440 Custom Class B (81-150 hpj - Robert McBride Cedar Par TX Piper PA-12 N98979 Custom Class C (151 hp-225 hpj - Frank Speran-
CONTEMPORARY AIRCRAFT
Grand Champion - Craig Roberts Aurora OR 1958 Cessna 150 N5501 E Outstanding Customized - Charles Gunderson Redondo Beach CA 1960 PA-23 N4373P
Class I (0-160 hpj - Stephen l Button Indishyanapolis IN 1957 Tri Champ 7FC N7534B
WW-II Era
Champion - Paul Romine Fishers IN 1943 Beech Staggerwing NC265E Runner-Up - William Quinn Columbia MO 1947 Beech G-17S NC80315 Outstanding - George Mays lowell IN 1942 Waco UPF-7 NC39714
Customized Aircraft
Champion - jim Patterson louisville KY 1938 Spartan NC17615 Runner-Up - W H Symmes Miami Fl 1937 Monocoupe 110 Special NC2347 Outstanding - Dan White Brooklyn Park MN 1941 Waco UPF-7 NC39713
WW-II Military Trainerliaison Aircraft
Champion - David Wogernese Eau Claire WI 1942 Fairchild PT-23 NC60606 Runner-Up - Clay Smith Athens Al 1942 Inshyterstate l-6 NC47093 Outstanding - john Vorndran Stoughton WI 1940 Stearman PT-17 NC58712
deo Fayetteville AR Piper PA-2220 N3383A Custom Class D (226 hp and Up) - Colin and june Powers Independence OR Cessna 195 N2113C
Best In Class
Aeronca Champ - Air Knockers Inc Wadsworth Il 7BCM N84405 Aeronca Chief - Duane Huff lawrenceville GA 11 AC NC3420E Beechcraft - lorraine Morris Marengo Il - Fshy35 N4242B Bellanca - Mark and judy Ohlinger Akron OH Cruisair N86937 Cessna 120140 - Ken Morris Marengo Il 140A N5669C Cessna 170180 - Alan Drain and Steve Kleimer Bozeman MT 180 N3180D Cessna 190195 - Kent and Sandy Blankenburg
Class I (161-230 hpj - Roth Heinz Merrill WI 1960 Cessna 182 N1895 Class 11 (231 hp and Up) - larry Van Dam Riverside CA 1957 Bonanza N5478D Class IV (Multi Engine) - Arthur Bastian Newshyton Nj 1956 Cessna 310 N364AP
Outstanding In Type
Champion - Cliff Harkins Houston TX 1957 7FC N7577B Beech (Single Engine) - Kenneth Howard Queen Creek AZ 1960 Debonair 33 N601 V
Bronze Age (1933-1941 )
Champion - Edward Shenk Garrett IN 1940 Luscombe 8A NC28580 Runner-Up - Tom Flock Rockville IN 1941 Waco UPF-7 NC 32021 Outstanding Open Cockpit Biplane - Richard Bushway So Strafford VT 1940 Waco UPF-7 NC29357 Outstanding Closed Cockpit Biplane - Steve Pitshycairn Bryn Athyn PA 1935 Waco CUC NC14625 Outstanding Open Cockpit Monoplane - Gene Chase Oshkosh WI 1933 Davis D-l-W NC13546 Outstanding Closed Cockpit MonoplaneshyWendy and Warner Griesbeck Aldergrove BC Canada 1938 Fairchild 24K CF-BWW
Silver Age (1928-1932)
Champion - Willis and Claudia Allen EI Cajon CA 1929 Travel Air D-4000 NC671 H
Groveland CA 195 N195KB Ercoupe - Keith Harding Flint MI N179G Luscombe - james Bendelius Accord NY T8F Observer N2246B Navion - Canby Sales amp Service Brighton MI N91788 Piper -3 - Mike Horn North little Rock AR N69MH Piper (Others) - Marion Burton little Rock AR Vagabond PA-17 N4820H Stinson - Andrew Heins Huber Heights OH 108 NC97141 Swift - R K johnson Faribault MN GC-l B N78068 Taylorcraft - John Krumlauf Nashport OH BC12D N43437
limited Production
Ted Teach Dayton OH Mooney Mite N4122
Bellanca- Drew Peterson Yelm WA 195814shy19-2 Cruisemaster N9846B Cessna 170172-175 - William See Centerburg OH 1958 Cessna 175 N45K Cessna 180182-210 - john C Brinton II Wasilla AK 1958 Cessna 182 N4970D Piper PA-22 - Wally Rojem lambertville MI 1957 N7557D Piper PA-24 - Mike Carpenter DeSoto TX 1958 N5259P
CONGRATULATIONS
VINTAGE AIRPLANE 5
by HG Frautschy
This months installment of Mystery Plane is a true puzzler - it took considerable effort on the part of Dennis Parks the Lishybrarian here at EAA HQ to track down its identification If youre able to ID it and you can supply us with a published reference well all be the richer for it We dont often give hints but I will with this one - the photo was taken here in the United States The answer will be published in the December issue of Vintage Airplane Anshyswers for that issue must be received no later than October 25 1995
Tony Morris Marsh Gibbon Bicester Engshyland wrote with a most complete answer to our June Mystery Heres what he penned
At last a Mystery Plane that I have a chance with - I very much enjoy this feature and must make a determined effort to pick up some more back issues of the journal
The big help for me with Junes Mystery Plane was the G on the rudder thus indicatshy
6 SEPTEMBER 1995
ing it was registered in the UK or the British Commonwealth In fact its the prototype Reid Rambler registered G-CA va and first flown on 23 September 1928 by Martin Berlyn WT Reid had left Canadian Vickers in February 1928 to set up his own company the Reid Aircraft Company with offices on Craig Street in Montreal
He was joined by Martin Berlyn also from Canadian Vickers They began the design of a two-seat light aircraft for flying
clubs training schools and private owners and assembly took place in a hangar at Cartierville The aircraft the Rambler was a sesquiplane with folding wings and Warren-truss bracing A balanced rudder with no fin - as shown in the photo - was used and inversely tapered ailerons were fitted The structure was all metal with fabric covering I believe the powerplant was a 80 hp Cirrus II That first flight mentioned above was somewhat hair raising as the ailerons had locked up as soon as the aircraft was airborne and a series of flat turns had to be used to complete the circuit to land The geometry of the aileron control system had to be rearranged to cure the fault
(Continued on page 21)
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
EDITORIAL STAFF Publisher
Tom Poberezny
September 1995 Vol 23 No9
CONTENTS 2 Straight amp Levell
Espie Butch Joyce
3 AlC NewsHG Frautschy
5 EAA Oshkosh 95 Award Winners
6 Mystery PlaneHG Frautschy
7 Aeromail
8 Type Club NoteslNorm Petersen
10 Gullwing AnyonelHal Cooney
12 The Departure StalVSpin AccidentlDick Hill
13 A Mint Contemporary Class Cessna 172Norm Petersen
16 Great Lakes Treasure-Zac and Doris Howards Hammond 100HG Frautschy
20 Waco RNFNorm Petersen
22 What Our Members Are Restoringl Norm Petersen
24 Pass it to BucklEE Buck Hilbert
26 Von Willers Command-Airel Norm Petersen
27 Welcome New Members
28 Calendar
30 Vintage Trader
Page 10
Vice-President Marketing amp Communications
Dick Matt
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
Advertising 0 Mary Jones
ASSOCiate Editor Norm Petersen
Feature Writers George Hardie Jr Dennis Parks
Stoff Photographers Jim Koepnick Mike Steineke
Carl Schuppel Donna Bushman
Editorial ASSistant Isabelle Wiske
EAA ANTIQUECLASSIC DIVISION INC OFFICERS
President Vice-President Espie Butch Joyce Arthur Morgan
PO Box 35584 Germantown WI Greensboro NC 27425
910393-0344
Secretary Treasurer Steve Nesse EE Buck Hilbert
2009 Highlond Ave PO Box 424 Albert Lea MN 56007 Union IL 60180
507373-1674 815923-4591
DIRECTORS John Berendt Robe~ C Bob Brauer
7645 Echo Point Rd 9345 S Hoyne Cannon Falls MN 55009 Chicago IL 60620
507263-2414 312779-2105
Gene Chase John S Copeland 2159 Carlton Rd 28-3 Williamsburg Ct
Oshkosh WI 54904 Shrewsbury MA 01545 414231-5002 508842-7867
Phil Coulson George Daubner 28415 Springbrook Dr 2448 Lough Lone
Lawton MI 49065 Hartford WI 53(127 616624-6490 414673-5885
Cha~es HarTis Stan Gomoll 7215 East 46th St 104290th Lane NE Tulsa OK 74145 Minneopclis MN 55434
918622-8400 612784-1172
Dale A Gustafson Jeannie Hill 7724 Shady Hill Dr PO Box 328
Indianapolis IN 46278 HalVord IL 60033 317293-4430 815943-7205
Robert Ucktetg Robert D Bob Lumley 1708 Boy Ooks Dr 1265 South 124th St
Albert Lea MN 56007 Brookfield WI 53005 507373-2922 414782-2633
Gene Mortis George York 115C Steve Court RR 2 181 Sloboda Av
Roanoke 1)( 76262 Mansfield OH 44906 817491-9110 419529-4378
SH OWes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213
414771-1545
DIRECTOR EMERITUS SJ Wrllman
1904-1995
ADVISORS Joe Dickey Jimmy Rollison
550akeyAv 640 Alomo Dr Lawrenceburg IN 47025 Vacaville CA 95688
812537-9354 70745 H)4ll
Dean Richardson Geoff Robison 6701 Colony Dr 1521 E MacGregor Dr
Madison WI 53717 New Hoven IN 46774 608833-1291 219493-4724
Page 16
Page 26
FRONT COVER From north of the border heres John Van Ueshouts 1958 Cessna 172 winner of the Most Original- Contemporary award at EM Sun n Fun 95 EM photo by Jim Koepnick shot with a Canon EOS-l N equipped with an 8O-2oomm lens 1125 sec at fl3 on Kodak Ektachrome Lumiere 100 film Cessna 210 photo plane piloted by Bruce Moore
BACK COVER The Last Ride a painting by San Diego artist Glen Winterscheidt was awarded an Excellence ribbion during the 1995 EM Sport Aviation Art Competition For more information see AC News on page 3
Copyright copy 1995 by the EM AntiqueClassic Division Inc All rights reserved VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM AntiqueClassic Division Inc of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 Second Class Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices The membership rate for EM AntiqueClassic Division Inc is $2700 for current EM members for 12 month period of which $1500 is for the publication of VINTAGE AIRPlANE Membership is open to all who are interested in aviation POSTMASTER Send address changes to EM AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086 FOREIGN AND APO ADDRESSES - P~se allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - AntiqueClassic Division does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken EDITORIAL POLICY Readers are encouraged to submit stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely wrth the contributor No renumeration is made Material should be sent to Editor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 414426-4800
The words EM ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATION and the logos of EM EM INTERNATIONAL CONVENTION EAA ANTIQUECLASSIC DIVISION INTERNATIONAL AEROBATIC CLUB WARBIRDS OF AMERICA are reg registered trademarllts THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION and EAA ULTRAliGHT CONVENTION are tradernarllts of the above associations and their use by any person other than the above association is strictly prohibited
EAA Oshkosh 95 has come and gone with a speed that almost blows your mind It seems that you work almost a full year to ensure that the week of the convention goes smoothly for those who feel the need to attend the greatest aviation convention in the world and then Boom its over The AntiqueClassic Division can only continue to improve and provide the best services for the an tiq ueclassic area of the Convention with the input of the membershyship to the Officers and Directors Please let us hear from you with any suggestions that you might have that will help us make your stay more pleasant
I feel this was one of the best convenshytions we have had in the AntiqueClassic area We had over 170 antique aircraft in attendance a record for us One of the reasons for this great attendance was the presence of the American Waco Club which was responsible for having over 40 Wacos attend this year Phil Coulson president of this club Antique Judge and a Director of the AntiqueClassic Divishysion was just beaming with pride at all those beautiful Wacos I should mention that your past vice president of the Divishysion Jack Winthrop flew his UPF-7 from Texas and seemed to have a great time (very nice Waco Jack)
There were loads of nice antiques this year You will be reading more about these airplanes soon in the October issue of VINTAGE AIRPLANE These color photos alone will be worth a years dues
This year when it comes to Classics the judges really had their hands full with the quality of workmanship greatly improving each year Just riding down the flight line I could see what I would classify as showshyroom quality airplanes With over 700 Classics on the flight line the Judges had to keep on the move
When the AntiqueClassic Division esshytablished the Contemporary category four years ago there were a number of individshyuals who felt that the flight line at Oshkosh was being given up to become a parking lot of regular plain airplanes Well one
2 SEPTEMBER 1995
STRAIGHT amp LEVEL by Espie Butch Joyce
would only have to walk the flight line this year and view the quality of workmanship of many of these airplanes and the pride of ownership of this historic period of avishyation The perfect example of this is the Contemporary Grand Champion this year a Cessna 150 This airplane is the serial number one production Cessna 150 with over 6000 hours of training time This aircraft and its restorer Craig Roberts deserve to be recognized by the aviation community
There is a topic that the Division will be discussing in the near future With the presence of the American Waco Club this year there were a number of NuWacos parked with the group aircraft recently produced by the Classic Waco Co in Michigan I had a number of people stop by and talk to me about these planes beshying parked in the antiqueclassic area Opinions on this issue seem to be split shysome people thought it was great and then there were some who had the opinshyion that maybe they should not be parked in the antique area The topic is should the AntiqueClassic Division form a new category for these type of aircraft Id appreciate hearing from the membership shywrite to me and voice your views on this subject so that the Board can make the proper call on this issue
Overall I think that the EAA Oshkosh 95 Convention was a great success We are already working to see that Oshkosh 96 is even better
While we are on the subject of fly-ins Mr Bob Hasson chairman of the Coppershystate Regional EAA Fly-In wrote to ask that I pass along the following
The COPPERSTATE has always atshytracted a larger number of show planes usually averaging over 350 However the fewest type to attend has historically been Antiques Since most of our volunteer force are homebuilders perhaps we havent courted the antique community as diligently as we could have But we are all hard core aviation enthusiasts and apshypreciate all machines aeronautical In fact most of our judging staff are into restorations Three years ago they proudly selected a Bird aircraft as our Grand Champion The purpose of this
letter is to advise you of our growth intenshytions and to cordially invite the entire Anshytique community to join us in making the COPPERSTATE a true world class aviashytion convention For information call 1800283-6372
I have a request of the individual Chairshyman at EAA OSHKOSH 95 It has been my desire for some time to assemble a written manual of Chairmans responsibilshyities at the EAA Oshkosh Convention reshylating to the operations of the AntiqueClassic area For the past several years I have been receiving written input from different Chairmen as to how they see their job responsibilities If you have not sent me this information please take a few moments to write down this info and mail it to me so that I can complete this project
It was great to have all of these Golden Age air racers back to Oshkosh this year What a sight it was to see these racers racshying around the airport It was a scene that made me have goose bumps On a sad note Captain Harold Neumann passed away July 51995 Harold had flown a number of these racers during the original air races Many of you may remember Harold from flying his white Monocoupe Little Mulligan and performing aeroshybatics at air shows Harold was a good friend to many people and aviation and well miss him
One business item now A special meeting of the EAA AntiqueClassic Dishyvision membership is being called to be held on November 10 1995 at 900 AM at EAA Headquarters Oshkosh WI for the purpose of amending the Divisions Artishycles of Incorporation and Bylaws in prepashyration for application to the IRS for 501(c)(3) status which will classify the dishyvision as non-profit
Your membership has passed the 10000 member mark We were able to do this with the loyalty of the members and their hard work Ask a friend to join us so they too might enjoy the benefits of beshying a member of the AntiqueClassic Divishysion Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all
(3IWl ABOUT THE BACK COVER
PAINTING
Glen Winterscheidts painting of a late evening scene depicts a 1929 Travel Air as flown in these modern times by Barnstorming Adventures Ltd of San Diego CA The plane frequently flie s over his home on its Sunset Snuggler flight so named because the Travel Air holds two passengers up forward sideshyby-side The return to the airport is the subject of Glens painting
A Naval Aviator who later gradushyated from the Art Center College of Design in LA with a Professional Arts degree Glen retired from General Moshytors in 1990 as the Chief Designer of the Truck and Bus II studio Retiring to San Diego (a favorite spot for many reshytirees who had been in the US Navy at some point in their lives) Glen now enshyjoys painting aviation and landscape scenes For more information on Glens painting you can contact him at 5738 Del Cerro Blvd San Diego CA 92120
TICKETS STILL AVAILABLE TO WIN LUSCOMBE
In 1993 the Don Luscombe Aviation History Foundation purchased the Type Certificate for the 8 series of aircraft to help preserve the history of the aircraft and to make it possible to make parts and technical support available to the many Luscombe owners who wish to keep their aircraft airworthy
To he lp finance this work the DLAHF ha s offered a rebuilt Lusshycombe 8 as the grand prize in a raffle each of the past two years and is doing so again in 1995 Only 2400 tickets are made available and just under 500 tickshyets remain for this years raffle which will be held in conjunction with the EAA Copperstate Fly-In in Mesa AZ October 12-15 1995 Tickets can be purchased by contacting the DLAHF PO Box 63581 Phoenix AZ 85082 phone 602917-0969
Proceeds are used to maintain an exshytensive Luscombe parts inventory and offer factory technical research and data upon request Developments initishyated by the Foundation have included a redesigned and stronger landing gear tail beef-up kits and fittings wing inshyspection kits and other minor modificashytions that have been FAA reviewed and approved
compiled by HG Frautschy
FLV-IN NOTES
GADABOUT GADDIS FLY-IN shynow the oldest fly-in the the northeast this fly-in sounds like a lot of family fun Held in Bingham Maine the event feashytures aircraft rides carnival rides and competitive events for pilots as well as a host of other community oriented acshytivities Admission is $3 For lots more information contact the Upper Kenshynebec Valley Chamber of Commerce at 207672-3978 or 4100 NORDO aircraft
pilots are requested to call 207672-4814 prior to departing to give their approxishymate arrival time Also no foot traffic is allowed across the runway - a walkshyway will be provided at the north end of the field for pilots and their passengers
7th ANNUAL R EUNION EASTshyCOAST BELLANCACHAMPION CLUB - To be held October 6-81995 at Schuylkill Co unty Airport in Pottsville P A In addition to their soshycia l gatherings a service clinic will be held at Witmers Aircraft Service For more information contact Ellie Thoens 908542-5599 or Tom Witmer 717544shy9311
THIRD WEST COAST ILPA GETshyTOGETHER - The International Liaishyson Pilots Association will hold a fly-in get-together in conjunction with the Point Mugu Airshow September 23-24 For more info call George Chip
NEW MUSEUM EXH IBIT LEADS VISITORS TO PIONEER AIRPORT
The EAA Air Adventure Museum bas added another dimension to its Pioshyneer Airport experience with the dedication of a new exhibit within the main museum building Visitors are now invited to Pioneer with a display that feashytures a hangar facade filled with artifacts such as an original airway beacon that was lit with acetylene one of the first microphones used at the Cleveland airshyport and other interesting items from aviations golden age
A display honoring the volunteer pilots at Pioneer is mounted on the wall as well as photos of the various airplanes housed in the six hangars that make up Pioneer Airport A seventh hangar honoring the memory and legacy of Steve Wittman is now under construction and is scheduled to be dedicated during the Spring opening of Pioneer Airport in 1996
In front of the Pioneer Airport hangar in the Museum a 1929 Velie Monocoupe 113 restored and donated by the late John Hatz is on display as is a 1921 Ford Model T Depot Hack restored by the late Lyle Milius and loaned to the museum by his sons Doug and Richard in honor of the father and their mother Mildred
An aniiouncement is made to alert visitors throughout the museum that transportation is available to the airport which lies just outside the the back enshytrance When the announcement is made a large rotating beacon is turned on to guide those who wish to visit Pioneer Airport to the new exhibit where they can board a tram for the short ride over to Pioneer
Well have a full report on 1995 activities at Pioneer Airport in the Novemshyber issue of Vintage Airplane
PIONfER AIRPORT
VINTAGE AIRPLANE 3
Audrey Poberezny was presented the National Aeronautic Associations Katharine Wright Memorial Award during EAA OSHKOSH 95 With Audrey are (left) Jack Cole of the NAA and Joyce Wells president of the 99s (far right)
AUDREY POBEREZNY RECEIVES KATHARINE WRIGHT MEMORIAL AWARD
During EAA OSHKOSH 95 the National Aeronautic Association awarded Audrey Poberezny the Katharine Wright Memorial Award Audrey the wife of EAA Founder and Chairman of the Board Paul Poberezny and mother of EAA President Tom Poberezny was selected for the award based on her lifeshylong contributions to the success of the Experimental Aircraft Association and to the growth of sport aviation over the past 40 years
While Paul was busy working during the day as a full-time officer in the Wisshycousin Air National Guard Audrey was responsible for the day-to-day operashytions of EAA from its founding in the basement of the Poberezny home in 1953 until EAA built its first offices in Hales Corners in 1964 Audrey then served EAA as General Manager until 1970 She continued to serve in various capacishyties as she does to this day as the Chairman of Guest Relations facility at EAA OSHKOSH Much of the outstanding reputation of EAAs offices can be atshytributed to the organizational and business skills used by Audrey during the early days and to the professional attitude she brought to EAA
The Katharine Wright Memorial Award is presented annually to a woman who has provided encouragement support and inspiration to her husband and thus was instrumental in his success or who made a personal contribution to the advancement of the art sport and science of aviation and space flight over an extended period of time Other recipients have included Moya Lear Anne Lindbergh Ascha Peacock Donnels Olive Ann Beech Elizabeth Pfister June De Etta Maul and Nadine Jeppesen
Our congratulations to Audrey for this well deserved honor L-_______________________---~_____l
Robinson at 818899-8647 Proceeds are to benefit the Sun n Fun For those of you who plan on being Museum Contact Wayne Boggs
in Florida this winter you may wish to Chairman 813251-1820 or Art Henshystart o ut your 1995-96 season with a derson Sun n Fun Museum manager visit to the Sun n Fun Foundations at 813644-0741 Wings n Things 95 November 4-5 There will be an open house at the Sun TYPE CLUBS n Fun museum along with hands-on aviation workshops an aviation parts If you re a Culver aficionado theres auction air adventure days for yo uth a newly re-created type club for yo u f1y-bys airplane rides and giant scale Tt s the Culver Aircraft Association radio controlled aircraft will be joined They hope to soon be publishing the by the Polk Co unty Harley Davidson Culver Cadet-O-Gram newsletter Owners Group Motorcycle show and a edited by Dan Nicholson Ive not yet Corvette show to round out this event seen an example but Dan advises it will
be a forum to exchange information on activities and technical information For more information write
Culver Aircraft Association co Dan Nicholson 723 Baker Dr Tomball TX 77375 713351-0114 As a point of interest Allen Johnson
has kindly Jent his restored Culver Dart featured on the cover of the July 1994 issue of Vintage Airplane for display in the EAA Air Adventure Museum Thanks Allen
A new Type Club has been formed for fans of the Cessna T-SO Bamboo Bomber D es ignated the AT-17 or UC-78 by the Army when it served with the military the airplane has a dedicated following The new president is Dwain Pittenger owner of NU78 in Hereford TX The club will work to keep the few planes of this type flying and will proshymote restoration of the few basket cases which have escaped disposal There are sixty-one owners listed in the FAA regshyistry out of th e more than 3000 that were produced during WW II
Elmer Steier of Whittemore IA is vice-president and further information can be obtained from the club s secreshytarytreasurer Jim Anderson Box 269 Marine on St Croix MN 55047
A LITTLE HELP PLEASE
First from Tom Bins of Bins A viashytion Hangar 36 Adams Rd Eagle River WI 54521 phone 715479-3484 we have a request for any photos manuals specishyfications or information regarding the Rearwin Speedster Tom is working on the restoration of a 125 hp Menasco powered Speedster and is finding inforshymation tough to come by Anything you can add would be appreciated
In wh at has to be one of our more unusual requests we got a call a while back from Ed Love a process engineer at Packard Electric Co Mail Stn 03M 408 Dana St PO Box 431 Warren OH 44486 Ed is interested in obtainshying some origi nal ignition cable proshyduced under a new (in 1931) patent by the company A display is being made of some of the products made by Packard Electric for their corporate HQ This particular ignition cable feashytures a multiple conductor wire enshycased in a rubber insulator with altershynating layers of Jacquer coated fabric and a flexible metal shielding that is also coated with a lacquer and fabric finish It may be difficult to ascertain if the old ignition cable you have was built by Packard but if you have an old sample of ignition cable lying around your shop that fits this description feel free to send it to Ed Love at the adshydress noted above
4 SEPTEMBER 1995
fAA Oshkosh 95 AntiqueClassic
AWARD WINNERS ANTIQUE AIRCRAFT
Grand Champion - E T (Woody) Woodward Franklin TN - 1937 Bucker jungmeister N133jU Reserve Grand Champion - Alan Buchner Fresno CA 1932 Waco QDC NC12434
Transport Category
Champion - jerry and Betsye Holmes Chatshytanooga TN 1944 Grumman G21 A Goose NC 121Gl Runner-Up - john D Fields Sonora TX 1937 lockheed 12A NC33RA
Replica Category
Champion - jim jenkins Goshen CT 1991 Gee Bee E NC 856 Y Runner-Up - Stephen Halpern Hewlett Harbor NY 1992 Wedell-Williams Type 44 NC161Y Outstanding - jim Clevenger Marion NC 1984 Wedell-Williams NC278V
CLASSIC AI RCRAFT
Grand Champion - Gene Engelskirge r Hinckley OH Cessna 170B N2727C Reserve Grand Champion - Orlo Maxfield Northville MI Funk B85C N1654N
Class I (0-80 hpj - Ray L johnson Marion IN Aeronca Chief 11 AC NC3469E Class I (81-150 hpj - john C Reib Stuart Fl Stinson 108-2 NC9818K Class 11 (151 hp and Up) - james B Sayers Edishyson OH Cessna 195 N2197C Custom Class A (0-80 hpj - Donald Claude Dekalb Il Taylorcraft BC12D NC96440 Custom Class B (81-150 hpj - Robert McBride Cedar Par TX Piper PA-12 N98979 Custom Class C (151 hp-225 hpj - Frank Speran-
CONTEMPORARY AIRCRAFT
Grand Champion - Craig Roberts Aurora OR 1958 Cessna 150 N5501 E Outstanding Customized - Charles Gunderson Redondo Beach CA 1960 PA-23 N4373P
Class I (0-160 hpj - Stephen l Button Indishyanapolis IN 1957 Tri Champ 7FC N7534B
WW-II Era
Champion - Paul Romine Fishers IN 1943 Beech Staggerwing NC265E Runner-Up - William Quinn Columbia MO 1947 Beech G-17S NC80315 Outstanding - George Mays lowell IN 1942 Waco UPF-7 NC39714
Customized Aircraft
Champion - jim Patterson louisville KY 1938 Spartan NC17615 Runner-Up - W H Symmes Miami Fl 1937 Monocoupe 110 Special NC2347 Outstanding - Dan White Brooklyn Park MN 1941 Waco UPF-7 NC39713
WW-II Military Trainerliaison Aircraft
Champion - David Wogernese Eau Claire WI 1942 Fairchild PT-23 NC60606 Runner-Up - Clay Smith Athens Al 1942 Inshyterstate l-6 NC47093 Outstanding - john Vorndran Stoughton WI 1940 Stearman PT-17 NC58712
deo Fayetteville AR Piper PA-2220 N3383A Custom Class D (226 hp and Up) - Colin and june Powers Independence OR Cessna 195 N2113C
Best In Class
Aeronca Champ - Air Knockers Inc Wadsworth Il 7BCM N84405 Aeronca Chief - Duane Huff lawrenceville GA 11 AC NC3420E Beechcraft - lorraine Morris Marengo Il - Fshy35 N4242B Bellanca - Mark and judy Ohlinger Akron OH Cruisair N86937 Cessna 120140 - Ken Morris Marengo Il 140A N5669C Cessna 170180 - Alan Drain and Steve Kleimer Bozeman MT 180 N3180D Cessna 190195 - Kent and Sandy Blankenburg
Class I (161-230 hpj - Roth Heinz Merrill WI 1960 Cessna 182 N1895 Class 11 (231 hp and Up) - larry Van Dam Riverside CA 1957 Bonanza N5478D Class IV (Multi Engine) - Arthur Bastian Newshyton Nj 1956 Cessna 310 N364AP
Outstanding In Type
Champion - Cliff Harkins Houston TX 1957 7FC N7577B Beech (Single Engine) - Kenneth Howard Queen Creek AZ 1960 Debonair 33 N601 V
Bronze Age (1933-1941 )
Champion - Edward Shenk Garrett IN 1940 Luscombe 8A NC28580 Runner-Up - Tom Flock Rockville IN 1941 Waco UPF-7 NC 32021 Outstanding Open Cockpit Biplane - Richard Bushway So Strafford VT 1940 Waco UPF-7 NC29357 Outstanding Closed Cockpit Biplane - Steve Pitshycairn Bryn Athyn PA 1935 Waco CUC NC14625 Outstanding Open Cockpit Monoplane - Gene Chase Oshkosh WI 1933 Davis D-l-W NC13546 Outstanding Closed Cockpit MonoplaneshyWendy and Warner Griesbeck Aldergrove BC Canada 1938 Fairchild 24K CF-BWW
Silver Age (1928-1932)
Champion - Willis and Claudia Allen EI Cajon CA 1929 Travel Air D-4000 NC671 H
Groveland CA 195 N195KB Ercoupe - Keith Harding Flint MI N179G Luscombe - james Bendelius Accord NY T8F Observer N2246B Navion - Canby Sales amp Service Brighton MI N91788 Piper -3 - Mike Horn North little Rock AR N69MH Piper (Others) - Marion Burton little Rock AR Vagabond PA-17 N4820H Stinson - Andrew Heins Huber Heights OH 108 NC97141 Swift - R K johnson Faribault MN GC-l B N78068 Taylorcraft - John Krumlauf Nashport OH BC12D N43437
limited Production
Ted Teach Dayton OH Mooney Mite N4122
Bellanca- Drew Peterson Yelm WA 195814shy19-2 Cruisemaster N9846B Cessna 170172-175 - William See Centerburg OH 1958 Cessna 175 N45K Cessna 180182-210 - john C Brinton II Wasilla AK 1958 Cessna 182 N4970D Piper PA-22 - Wally Rojem lambertville MI 1957 N7557D Piper PA-24 - Mike Carpenter DeSoto TX 1958 N5259P
CONGRATULATIONS
VINTAGE AIRPLANE 5
by HG Frautschy
This months installment of Mystery Plane is a true puzzler - it took considerable effort on the part of Dennis Parks the Lishybrarian here at EAA HQ to track down its identification If youre able to ID it and you can supply us with a published reference well all be the richer for it We dont often give hints but I will with this one - the photo was taken here in the United States The answer will be published in the December issue of Vintage Airplane Anshyswers for that issue must be received no later than October 25 1995
Tony Morris Marsh Gibbon Bicester Engshyland wrote with a most complete answer to our June Mystery Heres what he penned
At last a Mystery Plane that I have a chance with - I very much enjoy this feature and must make a determined effort to pick up some more back issues of the journal
The big help for me with Junes Mystery Plane was the G on the rudder thus indicatshy
6 SEPTEMBER 1995
ing it was registered in the UK or the British Commonwealth In fact its the prototype Reid Rambler registered G-CA va and first flown on 23 September 1928 by Martin Berlyn WT Reid had left Canadian Vickers in February 1928 to set up his own company the Reid Aircraft Company with offices on Craig Street in Montreal
He was joined by Martin Berlyn also from Canadian Vickers They began the design of a two-seat light aircraft for flying
clubs training schools and private owners and assembly took place in a hangar at Cartierville The aircraft the Rambler was a sesquiplane with folding wings and Warren-truss bracing A balanced rudder with no fin - as shown in the photo - was used and inversely tapered ailerons were fitted The structure was all metal with fabric covering I believe the powerplant was a 80 hp Cirrus II That first flight mentioned above was somewhat hair raising as the ailerons had locked up as soon as the aircraft was airborne and a series of flat turns had to be used to complete the circuit to land The geometry of the aileron control system had to be rearranged to cure the fault
(Continued on page 21)
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
EAA Oshkosh 95 has come and gone with a speed that almost blows your mind It seems that you work almost a full year to ensure that the week of the convention goes smoothly for those who feel the need to attend the greatest aviation convention in the world and then Boom its over The AntiqueClassic Division can only continue to improve and provide the best services for the an tiq ueclassic area of the Convention with the input of the membershyship to the Officers and Directors Please let us hear from you with any suggestions that you might have that will help us make your stay more pleasant
I feel this was one of the best convenshytions we have had in the AntiqueClassic area We had over 170 antique aircraft in attendance a record for us One of the reasons for this great attendance was the presence of the American Waco Club which was responsible for having over 40 Wacos attend this year Phil Coulson president of this club Antique Judge and a Director of the AntiqueClassic Divishysion was just beaming with pride at all those beautiful Wacos I should mention that your past vice president of the Divishysion Jack Winthrop flew his UPF-7 from Texas and seemed to have a great time (very nice Waco Jack)
There were loads of nice antiques this year You will be reading more about these airplanes soon in the October issue of VINTAGE AIRPLANE These color photos alone will be worth a years dues
This year when it comes to Classics the judges really had their hands full with the quality of workmanship greatly improving each year Just riding down the flight line I could see what I would classify as showshyroom quality airplanes With over 700 Classics on the flight line the Judges had to keep on the move
When the AntiqueClassic Division esshytablished the Contemporary category four years ago there were a number of individshyuals who felt that the flight line at Oshkosh was being given up to become a parking lot of regular plain airplanes Well one
2 SEPTEMBER 1995
STRAIGHT amp LEVEL by Espie Butch Joyce
would only have to walk the flight line this year and view the quality of workmanship of many of these airplanes and the pride of ownership of this historic period of avishyation The perfect example of this is the Contemporary Grand Champion this year a Cessna 150 This airplane is the serial number one production Cessna 150 with over 6000 hours of training time This aircraft and its restorer Craig Roberts deserve to be recognized by the aviation community
There is a topic that the Division will be discussing in the near future With the presence of the American Waco Club this year there were a number of NuWacos parked with the group aircraft recently produced by the Classic Waco Co in Michigan I had a number of people stop by and talk to me about these planes beshying parked in the antiqueclassic area Opinions on this issue seem to be split shysome people thought it was great and then there were some who had the opinshyion that maybe they should not be parked in the antique area The topic is should the AntiqueClassic Division form a new category for these type of aircraft Id appreciate hearing from the membership shywrite to me and voice your views on this subject so that the Board can make the proper call on this issue
Overall I think that the EAA Oshkosh 95 Convention was a great success We are already working to see that Oshkosh 96 is even better
While we are on the subject of fly-ins Mr Bob Hasson chairman of the Coppershystate Regional EAA Fly-In wrote to ask that I pass along the following
The COPPERSTATE has always atshytracted a larger number of show planes usually averaging over 350 However the fewest type to attend has historically been Antiques Since most of our volunteer force are homebuilders perhaps we havent courted the antique community as diligently as we could have But we are all hard core aviation enthusiasts and apshypreciate all machines aeronautical In fact most of our judging staff are into restorations Three years ago they proudly selected a Bird aircraft as our Grand Champion The purpose of this
letter is to advise you of our growth intenshytions and to cordially invite the entire Anshytique community to join us in making the COPPERSTATE a true world class aviashytion convention For information call 1800283-6372
I have a request of the individual Chairshyman at EAA OSHKOSH 95 It has been my desire for some time to assemble a written manual of Chairmans responsibilshyities at the EAA Oshkosh Convention reshylating to the operations of the AntiqueClassic area For the past several years I have been receiving written input from different Chairmen as to how they see their job responsibilities If you have not sent me this information please take a few moments to write down this info and mail it to me so that I can complete this project
It was great to have all of these Golden Age air racers back to Oshkosh this year What a sight it was to see these racers racshying around the airport It was a scene that made me have goose bumps On a sad note Captain Harold Neumann passed away July 51995 Harold had flown a number of these racers during the original air races Many of you may remember Harold from flying his white Monocoupe Little Mulligan and performing aeroshybatics at air shows Harold was a good friend to many people and aviation and well miss him
One business item now A special meeting of the EAA AntiqueClassic Dishyvision membership is being called to be held on November 10 1995 at 900 AM at EAA Headquarters Oshkosh WI for the purpose of amending the Divisions Artishycles of Incorporation and Bylaws in prepashyration for application to the IRS for 501(c)(3) status which will classify the dishyvision as non-profit
Your membership has passed the 10000 member mark We were able to do this with the loyalty of the members and their hard work Ask a friend to join us so they too might enjoy the benefits of beshying a member of the AntiqueClassic Divishysion Lets all pull in the same direction for the good of aviation Remember we are better together Join us and have it all
(3IWl ABOUT THE BACK COVER
PAINTING
Glen Winterscheidts painting of a late evening scene depicts a 1929 Travel Air as flown in these modern times by Barnstorming Adventures Ltd of San Diego CA The plane frequently flie s over his home on its Sunset Snuggler flight so named because the Travel Air holds two passengers up forward sideshyby-side The return to the airport is the subject of Glens painting
A Naval Aviator who later gradushyated from the Art Center College of Design in LA with a Professional Arts degree Glen retired from General Moshytors in 1990 as the Chief Designer of the Truck and Bus II studio Retiring to San Diego (a favorite spot for many reshytirees who had been in the US Navy at some point in their lives) Glen now enshyjoys painting aviation and landscape scenes For more information on Glens painting you can contact him at 5738 Del Cerro Blvd San Diego CA 92120
TICKETS STILL AVAILABLE TO WIN LUSCOMBE
In 1993 the Don Luscombe Aviation History Foundation purchased the Type Certificate for the 8 series of aircraft to help preserve the history of the aircraft and to make it possible to make parts and technical support available to the many Luscombe owners who wish to keep their aircraft airworthy
To he lp finance this work the DLAHF ha s offered a rebuilt Lusshycombe 8 as the grand prize in a raffle each of the past two years and is doing so again in 1995 Only 2400 tickets are made available and just under 500 tickshyets remain for this years raffle which will be held in conjunction with the EAA Copperstate Fly-In in Mesa AZ October 12-15 1995 Tickets can be purchased by contacting the DLAHF PO Box 63581 Phoenix AZ 85082 phone 602917-0969
Proceeds are used to maintain an exshytensive Luscombe parts inventory and offer factory technical research and data upon request Developments initishyated by the Foundation have included a redesigned and stronger landing gear tail beef-up kits and fittings wing inshyspection kits and other minor modificashytions that have been FAA reviewed and approved
compiled by HG Frautschy
FLV-IN NOTES
GADABOUT GADDIS FLY-IN shynow the oldest fly-in the the northeast this fly-in sounds like a lot of family fun Held in Bingham Maine the event feashytures aircraft rides carnival rides and competitive events for pilots as well as a host of other community oriented acshytivities Admission is $3 For lots more information contact the Upper Kenshynebec Valley Chamber of Commerce at 207672-3978 or 4100 NORDO aircraft
pilots are requested to call 207672-4814 prior to departing to give their approxishymate arrival time Also no foot traffic is allowed across the runway - a walkshyway will be provided at the north end of the field for pilots and their passengers
7th ANNUAL R EUNION EASTshyCOAST BELLANCACHAMPION CLUB - To be held October 6-81995 at Schuylkill Co unty Airport in Pottsville P A In addition to their soshycia l gatherings a service clinic will be held at Witmers Aircraft Service For more information contact Ellie Thoens 908542-5599 or Tom Witmer 717544shy9311
THIRD WEST COAST ILPA GETshyTOGETHER - The International Liaishyson Pilots Association will hold a fly-in get-together in conjunction with the Point Mugu Airshow September 23-24 For more info call George Chip
NEW MUSEUM EXH IBIT LEADS VISITORS TO PIONEER AIRPORT
The EAA Air Adventure Museum bas added another dimension to its Pioshyneer Airport experience with the dedication of a new exhibit within the main museum building Visitors are now invited to Pioneer with a display that feashytures a hangar facade filled with artifacts such as an original airway beacon that was lit with acetylene one of the first microphones used at the Cleveland airshyport and other interesting items from aviations golden age
A display honoring the volunteer pilots at Pioneer is mounted on the wall as well as photos of the various airplanes housed in the six hangars that make up Pioneer Airport A seventh hangar honoring the memory and legacy of Steve Wittman is now under construction and is scheduled to be dedicated during the Spring opening of Pioneer Airport in 1996
In front of the Pioneer Airport hangar in the Museum a 1929 Velie Monocoupe 113 restored and donated by the late John Hatz is on display as is a 1921 Ford Model T Depot Hack restored by the late Lyle Milius and loaned to the museum by his sons Doug and Richard in honor of the father and their mother Mildred
An aniiouncement is made to alert visitors throughout the museum that transportation is available to the airport which lies just outside the the back enshytrance When the announcement is made a large rotating beacon is turned on to guide those who wish to visit Pioneer Airport to the new exhibit where they can board a tram for the short ride over to Pioneer
Well have a full report on 1995 activities at Pioneer Airport in the Novemshyber issue of Vintage Airplane
PIONfER AIRPORT
VINTAGE AIRPLANE 3
Audrey Poberezny was presented the National Aeronautic Associations Katharine Wright Memorial Award during EAA OSHKOSH 95 With Audrey are (left) Jack Cole of the NAA and Joyce Wells president of the 99s (far right)
AUDREY POBEREZNY RECEIVES KATHARINE WRIGHT MEMORIAL AWARD
During EAA OSHKOSH 95 the National Aeronautic Association awarded Audrey Poberezny the Katharine Wright Memorial Award Audrey the wife of EAA Founder and Chairman of the Board Paul Poberezny and mother of EAA President Tom Poberezny was selected for the award based on her lifeshylong contributions to the success of the Experimental Aircraft Association and to the growth of sport aviation over the past 40 years
While Paul was busy working during the day as a full-time officer in the Wisshycousin Air National Guard Audrey was responsible for the day-to-day operashytions of EAA from its founding in the basement of the Poberezny home in 1953 until EAA built its first offices in Hales Corners in 1964 Audrey then served EAA as General Manager until 1970 She continued to serve in various capacishyties as she does to this day as the Chairman of Guest Relations facility at EAA OSHKOSH Much of the outstanding reputation of EAAs offices can be atshytributed to the organizational and business skills used by Audrey during the early days and to the professional attitude she brought to EAA
The Katharine Wright Memorial Award is presented annually to a woman who has provided encouragement support and inspiration to her husband and thus was instrumental in his success or who made a personal contribution to the advancement of the art sport and science of aviation and space flight over an extended period of time Other recipients have included Moya Lear Anne Lindbergh Ascha Peacock Donnels Olive Ann Beech Elizabeth Pfister June De Etta Maul and Nadine Jeppesen
Our congratulations to Audrey for this well deserved honor L-_______________________---~_____l
Robinson at 818899-8647 Proceeds are to benefit the Sun n Fun For those of you who plan on being Museum Contact Wayne Boggs
in Florida this winter you may wish to Chairman 813251-1820 or Art Henshystart o ut your 1995-96 season with a derson Sun n Fun Museum manager visit to the Sun n Fun Foundations at 813644-0741 Wings n Things 95 November 4-5 There will be an open house at the Sun TYPE CLUBS n Fun museum along with hands-on aviation workshops an aviation parts If you re a Culver aficionado theres auction air adventure days for yo uth a newly re-created type club for yo u f1y-bys airplane rides and giant scale Tt s the Culver Aircraft Association radio controlled aircraft will be joined They hope to soon be publishing the by the Polk Co unty Harley Davidson Culver Cadet-O-Gram newsletter Owners Group Motorcycle show and a edited by Dan Nicholson Ive not yet Corvette show to round out this event seen an example but Dan advises it will
be a forum to exchange information on activities and technical information For more information write
Culver Aircraft Association co Dan Nicholson 723 Baker Dr Tomball TX 77375 713351-0114 As a point of interest Allen Johnson
has kindly Jent his restored Culver Dart featured on the cover of the July 1994 issue of Vintage Airplane for display in the EAA Air Adventure Museum Thanks Allen
A new Type Club has been formed for fans of the Cessna T-SO Bamboo Bomber D es ignated the AT-17 or UC-78 by the Army when it served with the military the airplane has a dedicated following The new president is Dwain Pittenger owner of NU78 in Hereford TX The club will work to keep the few planes of this type flying and will proshymote restoration of the few basket cases which have escaped disposal There are sixty-one owners listed in the FAA regshyistry out of th e more than 3000 that were produced during WW II
Elmer Steier of Whittemore IA is vice-president and further information can be obtained from the club s secreshytarytreasurer Jim Anderson Box 269 Marine on St Croix MN 55047
A LITTLE HELP PLEASE
First from Tom Bins of Bins A viashytion Hangar 36 Adams Rd Eagle River WI 54521 phone 715479-3484 we have a request for any photos manuals specishyfications or information regarding the Rearwin Speedster Tom is working on the restoration of a 125 hp Menasco powered Speedster and is finding inforshymation tough to come by Anything you can add would be appreciated
In wh at has to be one of our more unusual requests we got a call a while back from Ed Love a process engineer at Packard Electric Co Mail Stn 03M 408 Dana St PO Box 431 Warren OH 44486 Ed is interested in obtainshying some origi nal ignition cable proshyduced under a new (in 1931) patent by the company A display is being made of some of the products made by Packard Electric for their corporate HQ This particular ignition cable feashytures a multiple conductor wire enshycased in a rubber insulator with altershynating layers of Jacquer coated fabric and a flexible metal shielding that is also coated with a lacquer and fabric finish It may be difficult to ascertain if the old ignition cable you have was built by Packard but if you have an old sample of ignition cable lying around your shop that fits this description feel free to send it to Ed Love at the adshydress noted above
4 SEPTEMBER 1995
fAA Oshkosh 95 AntiqueClassic
AWARD WINNERS ANTIQUE AIRCRAFT
Grand Champion - E T (Woody) Woodward Franklin TN - 1937 Bucker jungmeister N133jU Reserve Grand Champion - Alan Buchner Fresno CA 1932 Waco QDC NC12434
Transport Category
Champion - jerry and Betsye Holmes Chatshytanooga TN 1944 Grumman G21 A Goose NC 121Gl Runner-Up - john D Fields Sonora TX 1937 lockheed 12A NC33RA
Replica Category
Champion - jim jenkins Goshen CT 1991 Gee Bee E NC 856 Y Runner-Up - Stephen Halpern Hewlett Harbor NY 1992 Wedell-Williams Type 44 NC161Y Outstanding - jim Clevenger Marion NC 1984 Wedell-Williams NC278V
CLASSIC AI RCRAFT
Grand Champion - Gene Engelskirge r Hinckley OH Cessna 170B N2727C Reserve Grand Champion - Orlo Maxfield Northville MI Funk B85C N1654N
Class I (0-80 hpj - Ray L johnson Marion IN Aeronca Chief 11 AC NC3469E Class I (81-150 hpj - john C Reib Stuart Fl Stinson 108-2 NC9818K Class 11 (151 hp and Up) - james B Sayers Edishyson OH Cessna 195 N2197C Custom Class A (0-80 hpj - Donald Claude Dekalb Il Taylorcraft BC12D NC96440 Custom Class B (81-150 hpj - Robert McBride Cedar Par TX Piper PA-12 N98979 Custom Class C (151 hp-225 hpj - Frank Speran-
CONTEMPORARY AIRCRAFT
Grand Champion - Craig Roberts Aurora OR 1958 Cessna 150 N5501 E Outstanding Customized - Charles Gunderson Redondo Beach CA 1960 PA-23 N4373P
Class I (0-160 hpj - Stephen l Button Indishyanapolis IN 1957 Tri Champ 7FC N7534B
WW-II Era
Champion - Paul Romine Fishers IN 1943 Beech Staggerwing NC265E Runner-Up - William Quinn Columbia MO 1947 Beech G-17S NC80315 Outstanding - George Mays lowell IN 1942 Waco UPF-7 NC39714
Customized Aircraft
Champion - jim Patterson louisville KY 1938 Spartan NC17615 Runner-Up - W H Symmes Miami Fl 1937 Monocoupe 110 Special NC2347 Outstanding - Dan White Brooklyn Park MN 1941 Waco UPF-7 NC39713
WW-II Military Trainerliaison Aircraft
Champion - David Wogernese Eau Claire WI 1942 Fairchild PT-23 NC60606 Runner-Up - Clay Smith Athens Al 1942 Inshyterstate l-6 NC47093 Outstanding - john Vorndran Stoughton WI 1940 Stearman PT-17 NC58712
deo Fayetteville AR Piper PA-2220 N3383A Custom Class D (226 hp and Up) - Colin and june Powers Independence OR Cessna 195 N2113C
Best In Class
Aeronca Champ - Air Knockers Inc Wadsworth Il 7BCM N84405 Aeronca Chief - Duane Huff lawrenceville GA 11 AC NC3420E Beechcraft - lorraine Morris Marengo Il - Fshy35 N4242B Bellanca - Mark and judy Ohlinger Akron OH Cruisair N86937 Cessna 120140 - Ken Morris Marengo Il 140A N5669C Cessna 170180 - Alan Drain and Steve Kleimer Bozeman MT 180 N3180D Cessna 190195 - Kent and Sandy Blankenburg
Class I (161-230 hpj - Roth Heinz Merrill WI 1960 Cessna 182 N1895 Class 11 (231 hp and Up) - larry Van Dam Riverside CA 1957 Bonanza N5478D Class IV (Multi Engine) - Arthur Bastian Newshyton Nj 1956 Cessna 310 N364AP
Outstanding In Type
Champion - Cliff Harkins Houston TX 1957 7FC N7577B Beech (Single Engine) - Kenneth Howard Queen Creek AZ 1960 Debonair 33 N601 V
Bronze Age (1933-1941 )
Champion - Edward Shenk Garrett IN 1940 Luscombe 8A NC28580 Runner-Up - Tom Flock Rockville IN 1941 Waco UPF-7 NC 32021 Outstanding Open Cockpit Biplane - Richard Bushway So Strafford VT 1940 Waco UPF-7 NC29357 Outstanding Closed Cockpit Biplane - Steve Pitshycairn Bryn Athyn PA 1935 Waco CUC NC14625 Outstanding Open Cockpit Monoplane - Gene Chase Oshkosh WI 1933 Davis D-l-W NC13546 Outstanding Closed Cockpit MonoplaneshyWendy and Warner Griesbeck Aldergrove BC Canada 1938 Fairchild 24K CF-BWW
Silver Age (1928-1932)
Champion - Willis and Claudia Allen EI Cajon CA 1929 Travel Air D-4000 NC671 H
Groveland CA 195 N195KB Ercoupe - Keith Harding Flint MI N179G Luscombe - james Bendelius Accord NY T8F Observer N2246B Navion - Canby Sales amp Service Brighton MI N91788 Piper -3 - Mike Horn North little Rock AR N69MH Piper (Others) - Marion Burton little Rock AR Vagabond PA-17 N4820H Stinson - Andrew Heins Huber Heights OH 108 NC97141 Swift - R K johnson Faribault MN GC-l B N78068 Taylorcraft - John Krumlauf Nashport OH BC12D N43437
limited Production
Ted Teach Dayton OH Mooney Mite N4122
Bellanca- Drew Peterson Yelm WA 195814shy19-2 Cruisemaster N9846B Cessna 170172-175 - William See Centerburg OH 1958 Cessna 175 N45K Cessna 180182-210 - john C Brinton II Wasilla AK 1958 Cessna 182 N4970D Piper PA-22 - Wally Rojem lambertville MI 1957 N7557D Piper PA-24 - Mike Carpenter DeSoto TX 1958 N5259P
CONGRATULATIONS
VINTAGE AIRPLANE 5
by HG Frautschy
This months installment of Mystery Plane is a true puzzler - it took considerable effort on the part of Dennis Parks the Lishybrarian here at EAA HQ to track down its identification If youre able to ID it and you can supply us with a published reference well all be the richer for it We dont often give hints but I will with this one - the photo was taken here in the United States The answer will be published in the December issue of Vintage Airplane Anshyswers for that issue must be received no later than October 25 1995
Tony Morris Marsh Gibbon Bicester Engshyland wrote with a most complete answer to our June Mystery Heres what he penned
At last a Mystery Plane that I have a chance with - I very much enjoy this feature and must make a determined effort to pick up some more back issues of the journal
The big help for me with Junes Mystery Plane was the G on the rudder thus indicatshy
6 SEPTEMBER 1995
ing it was registered in the UK or the British Commonwealth In fact its the prototype Reid Rambler registered G-CA va and first flown on 23 September 1928 by Martin Berlyn WT Reid had left Canadian Vickers in February 1928 to set up his own company the Reid Aircraft Company with offices on Craig Street in Montreal
He was joined by Martin Berlyn also from Canadian Vickers They began the design of a two-seat light aircraft for flying
clubs training schools and private owners and assembly took place in a hangar at Cartierville The aircraft the Rambler was a sesquiplane with folding wings and Warren-truss bracing A balanced rudder with no fin - as shown in the photo - was used and inversely tapered ailerons were fitted The structure was all metal with fabric covering I believe the powerplant was a 80 hp Cirrus II That first flight mentioned above was somewhat hair raising as the ailerons had locked up as soon as the aircraft was airborne and a series of flat turns had to be used to complete the circuit to land The geometry of the aileron control system had to be rearranged to cure the fault
(Continued on page 21)
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
(3IWl ABOUT THE BACK COVER
PAINTING
Glen Winterscheidts painting of a late evening scene depicts a 1929 Travel Air as flown in these modern times by Barnstorming Adventures Ltd of San Diego CA The plane frequently flie s over his home on its Sunset Snuggler flight so named because the Travel Air holds two passengers up forward sideshyby-side The return to the airport is the subject of Glens painting
A Naval Aviator who later gradushyated from the Art Center College of Design in LA with a Professional Arts degree Glen retired from General Moshytors in 1990 as the Chief Designer of the Truck and Bus II studio Retiring to San Diego (a favorite spot for many reshytirees who had been in the US Navy at some point in their lives) Glen now enshyjoys painting aviation and landscape scenes For more information on Glens painting you can contact him at 5738 Del Cerro Blvd San Diego CA 92120
TICKETS STILL AVAILABLE TO WIN LUSCOMBE
In 1993 the Don Luscombe Aviation History Foundation purchased the Type Certificate for the 8 series of aircraft to help preserve the history of the aircraft and to make it possible to make parts and technical support available to the many Luscombe owners who wish to keep their aircraft airworthy
To he lp finance this work the DLAHF ha s offered a rebuilt Lusshycombe 8 as the grand prize in a raffle each of the past two years and is doing so again in 1995 Only 2400 tickets are made available and just under 500 tickshyets remain for this years raffle which will be held in conjunction with the EAA Copperstate Fly-In in Mesa AZ October 12-15 1995 Tickets can be purchased by contacting the DLAHF PO Box 63581 Phoenix AZ 85082 phone 602917-0969
Proceeds are used to maintain an exshytensive Luscombe parts inventory and offer factory technical research and data upon request Developments initishyated by the Foundation have included a redesigned and stronger landing gear tail beef-up kits and fittings wing inshyspection kits and other minor modificashytions that have been FAA reviewed and approved
compiled by HG Frautschy
FLV-IN NOTES
GADABOUT GADDIS FLY-IN shynow the oldest fly-in the the northeast this fly-in sounds like a lot of family fun Held in Bingham Maine the event feashytures aircraft rides carnival rides and competitive events for pilots as well as a host of other community oriented acshytivities Admission is $3 For lots more information contact the Upper Kenshynebec Valley Chamber of Commerce at 207672-3978 or 4100 NORDO aircraft
pilots are requested to call 207672-4814 prior to departing to give their approxishymate arrival time Also no foot traffic is allowed across the runway - a walkshyway will be provided at the north end of the field for pilots and their passengers
7th ANNUAL R EUNION EASTshyCOAST BELLANCACHAMPION CLUB - To be held October 6-81995 at Schuylkill Co unty Airport in Pottsville P A In addition to their soshycia l gatherings a service clinic will be held at Witmers Aircraft Service For more information contact Ellie Thoens 908542-5599 or Tom Witmer 717544shy9311
THIRD WEST COAST ILPA GETshyTOGETHER - The International Liaishyson Pilots Association will hold a fly-in get-together in conjunction with the Point Mugu Airshow September 23-24 For more info call George Chip
NEW MUSEUM EXH IBIT LEADS VISITORS TO PIONEER AIRPORT
The EAA Air Adventure Museum bas added another dimension to its Pioshyneer Airport experience with the dedication of a new exhibit within the main museum building Visitors are now invited to Pioneer with a display that feashytures a hangar facade filled with artifacts such as an original airway beacon that was lit with acetylene one of the first microphones used at the Cleveland airshyport and other interesting items from aviations golden age
A display honoring the volunteer pilots at Pioneer is mounted on the wall as well as photos of the various airplanes housed in the six hangars that make up Pioneer Airport A seventh hangar honoring the memory and legacy of Steve Wittman is now under construction and is scheduled to be dedicated during the Spring opening of Pioneer Airport in 1996
In front of the Pioneer Airport hangar in the Museum a 1929 Velie Monocoupe 113 restored and donated by the late John Hatz is on display as is a 1921 Ford Model T Depot Hack restored by the late Lyle Milius and loaned to the museum by his sons Doug and Richard in honor of the father and their mother Mildred
An aniiouncement is made to alert visitors throughout the museum that transportation is available to the airport which lies just outside the the back enshytrance When the announcement is made a large rotating beacon is turned on to guide those who wish to visit Pioneer Airport to the new exhibit where they can board a tram for the short ride over to Pioneer
Well have a full report on 1995 activities at Pioneer Airport in the Novemshyber issue of Vintage Airplane
PIONfER AIRPORT
VINTAGE AIRPLANE 3
Audrey Poberezny was presented the National Aeronautic Associations Katharine Wright Memorial Award during EAA OSHKOSH 95 With Audrey are (left) Jack Cole of the NAA and Joyce Wells president of the 99s (far right)
AUDREY POBEREZNY RECEIVES KATHARINE WRIGHT MEMORIAL AWARD
During EAA OSHKOSH 95 the National Aeronautic Association awarded Audrey Poberezny the Katharine Wright Memorial Award Audrey the wife of EAA Founder and Chairman of the Board Paul Poberezny and mother of EAA President Tom Poberezny was selected for the award based on her lifeshylong contributions to the success of the Experimental Aircraft Association and to the growth of sport aviation over the past 40 years
While Paul was busy working during the day as a full-time officer in the Wisshycousin Air National Guard Audrey was responsible for the day-to-day operashytions of EAA from its founding in the basement of the Poberezny home in 1953 until EAA built its first offices in Hales Corners in 1964 Audrey then served EAA as General Manager until 1970 She continued to serve in various capacishyties as she does to this day as the Chairman of Guest Relations facility at EAA OSHKOSH Much of the outstanding reputation of EAAs offices can be atshytributed to the organizational and business skills used by Audrey during the early days and to the professional attitude she brought to EAA
The Katharine Wright Memorial Award is presented annually to a woman who has provided encouragement support and inspiration to her husband and thus was instrumental in his success or who made a personal contribution to the advancement of the art sport and science of aviation and space flight over an extended period of time Other recipients have included Moya Lear Anne Lindbergh Ascha Peacock Donnels Olive Ann Beech Elizabeth Pfister June De Etta Maul and Nadine Jeppesen
Our congratulations to Audrey for this well deserved honor L-_______________________---~_____l
Robinson at 818899-8647 Proceeds are to benefit the Sun n Fun For those of you who plan on being Museum Contact Wayne Boggs
in Florida this winter you may wish to Chairman 813251-1820 or Art Henshystart o ut your 1995-96 season with a derson Sun n Fun Museum manager visit to the Sun n Fun Foundations at 813644-0741 Wings n Things 95 November 4-5 There will be an open house at the Sun TYPE CLUBS n Fun museum along with hands-on aviation workshops an aviation parts If you re a Culver aficionado theres auction air adventure days for yo uth a newly re-created type club for yo u f1y-bys airplane rides and giant scale Tt s the Culver Aircraft Association radio controlled aircraft will be joined They hope to soon be publishing the by the Polk Co unty Harley Davidson Culver Cadet-O-Gram newsletter Owners Group Motorcycle show and a edited by Dan Nicholson Ive not yet Corvette show to round out this event seen an example but Dan advises it will
be a forum to exchange information on activities and technical information For more information write
Culver Aircraft Association co Dan Nicholson 723 Baker Dr Tomball TX 77375 713351-0114 As a point of interest Allen Johnson
has kindly Jent his restored Culver Dart featured on the cover of the July 1994 issue of Vintage Airplane for display in the EAA Air Adventure Museum Thanks Allen
A new Type Club has been formed for fans of the Cessna T-SO Bamboo Bomber D es ignated the AT-17 or UC-78 by the Army when it served with the military the airplane has a dedicated following The new president is Dwain Pittenger owner of NU78 in Hereford TX The club will work to keep the few planes of this type flying and will proshymote restoration of the few basket cases which have escaped disposal There are sixty-one owners listed in the FAA regshyistry out of th e more than 3000 that were produced during WW II
Elmer Steier of Whittemore IA is vice-president and further information can be obtained from the club s secreshytarytreasurer Jim Anderson Box 269 Marine on St Croix MN 55047
A LITTLE HELP PLEASE
First from Tom Bins of Bins A viashytion Hangar 36 Adams Rd Eagle River WI 54521 phone 715479-3484 we have a request for any photos manuals specishyfications or information regarding the Rearwin Speedster Tom is working on the restoration of a 125 hp Menasco powered Speedster and is finding inforshymation tough to come by Anything you can add would be appreciated
In wh at has to be one of our more unusual requests we got a call a while back from Ed Love a process engineer at Packard Electric Co Mail Stn 03M 408 Dana St PO Box 431 Warren OH 44486 Ed is interested in obtainshying some origi nal ignition cable proshyduced under a new (in 1931) patent by the company A display is being made of some of the products made by Packard Electric for their corporate HQ This particular ignition cable feashytures a multiple conductor wire enshycased in a rubber insulator with altershynating layers of Jacquer coated fabric and a flexible metal shielding that is also coated with a lacquer and fabric finish It may be difficult to ascertain if the old ignition cable you have was built by Packard but if you have an old sample of ignition cable lying around your shop that fits this description feel free to send it to Ed Love at the adshydress noted above
4 SEPTEMBER 1995
fAA Oshkosh 95 AntiqueClassic
AWARD WINNERS ANTIQUE AIRCRAFT
Grand Champion - E T (Woody) Woodward Franklin TN - 1937 Bucker jungmeister N133jU Reserve Grand Champion - Alan Buchner Fresno CA 1932 Waco QDC NC12434
Transport Category
Champion - jerry and Betsye Holmes Chatshytanooga TN 1944 Grumman G21 A Goose NC 121Gl Runner-Up - john D Fields Sonora TX 1937 lockheed 12A NC33RA
Replica Category
Champion - jim jenkins Goshen CT 1991 Gee Bee E NC 856 Y Runner-Up - Stephen Halpern Hewlett Harbor NY 1992 Wedell-Williams Type 44 NC161Y Outstanding - jim Clevenger Marion NC 1984 Wedell-Williams NC278V
CLASSIC AI RCRAFT
Grand Champion - Gene Engelskirge r Hinckley OH Cessna 170B N2727C Reserve Grand Champion - Orlo Maxfield Northville MI Funk B85C N1654N
Class I (0-80 hpj - Ray L johnson Marion IN Aeronca Chief 11 AC NC3469E Class I (81-150 hpj - john C Reib Stuart Fl Stinson 108-2 NC9818K Class 11 (151 hp and Up) - james B Sayers Edishyson OH Cessna 195 N2197C Custom Class A (0-80 hpj - Donald Claude Dekalb Il Taylorcraft BC12D NC96440 Custom Class B (81-150 hpj - Robert McBride Cedar Par TX Piper PA-12 N98979 Custom Class C (151 hp-225 hpj - Frank Speran-
CONTEMPORARY AIRCRAFT
Grand Champion - Craig Roberts Aurora OR 1958 Cessna 150 N5501 E Outstanding Customized - Charles Gunderson Redondo Beach CA 1960 PA-23 N4373P
Class I (0-160 hpj - Stephen l Button Indishyanapolis IN 1957 Tri Champ 7FC N7534B
WW-II Era
Champion - Paul Romine Fishers IN 1943 Beech Staggerwing NC265E Runner-Up - William Quinn Columbia MO 1947 Beech G-17S NC80315 Outstanding - George Mays lowell IN 1942 Waco UPF-7 NC39714
Customized Aircraft
Champion - jim Patterson louisville KY 1938 Spartan NC17615 Runner-Up - W H Symmes Miami Fl 1937 Monocoupe 110 Special NC2347 Outstanding - Dan White Brooklyn Park MN 1941 Waco UPF-7 NC39713
WW-II Military Trainerliaison Aircraft
Champion - David Wogernese Eau Claire WI 1942 Fairchild PT-23 NC60606 Runner-Up - Clay Smith Athens Al 1942 Inshyterstate l-6 NC47093 Outstanding - john Vorndran Stoughton WI 1940 Stearman PT-17 NC58712
deo Fayetteville AR Piper PA-2220 N3383A Custom Class D (226 hp and Up) - Colin and june Powers Independence OR Cessna 195 N2113C
Best In Class
Aeronca Champ - Air Knockers Inc Wadsworth Il 7BCM N84405 Aeronca Chief - Duane Huff lawrenceville GA 11 AC NC3420E Beechcraft - lorraine Morris Marengo Il - Fshy35 N4242B Bellanca - Mark and judy Ohlinger Akron OH Cruisair N86937 Cessna 120140 - Ken Morris Marengo Il 140A N5669C Cessna 170180 - Alan Drain and Steve Kleimer Bozeman MT 180 N3180D Cessna 190195 - Kent and Sandy Blankenburg
Class I (161-230 hpj - Roth Heinz Merrill WI 1960 Cessna 182 N1895 Class 11 (231 hp and Up) - larry Van Dam Riverside CA 1957 Bonanza N5478D Class IV (Multi Engine) - Arthur Bastian Newshyton Nj 1956 Cessna 310 N364AP
Outstanding In Type
Champion - Cliff Harkins Houston TX 1957 7FC N7577B Beech (Single Engine) - Kenneth Howard Queen Creek AZ 1960 Debonair 33 N601 V
Bronze Age (1933-1941 )
Champion - Edward Shenk Garrett IN 1940 Luscombe 8A NC28580 Runner-Up - Tom Flock Rockville IN 1941 Waco UPF-7 NC 32021 Outstanding Open Cockpit Biplane - Richard Bushway So Strafford VT 1940 Waco UPF-7 NC29357 Outstanding Closed Cockpit Biplane - Steve Pitshycairn Bryn Athyn PA 1935 Waco CUC NC14625 Outstanding Open Cockpit Monoplane - Gene Chase Oshkosh WI 1933 Davis D-l-W NC13546 Outstanding Closed Cockpit MonoplaneshyWendy and Warner Griesbeck Aldergrove BC Canada 1938 Fairchild 24K CF-BWW
Silver Age (1928-1932)
Champion - Willis and Claudia Allen EI Cajon CA 1929 Travel Air D-4000 NC671 H
Groveland CA 195 N195KB Ercoupe - Keith Harding Flint MI N179G Luscombe - james Bendelius Accord NY T8F Observer N2246B Navion - Canby Sales amp Service Brighton MI N91788 Piper -3 - Mike Horn North little Rock AR N69MH Piper (Others) - Marion Burton little Rock AR Vagabond PA-17 N4820H Stinson - Andrew Heins Huber Heights OH 108 NC97141 Swift - R K johnson Faribault MN GC-l B N78068 Taylorcraft - John Krumlauf Nashport OH BC12D N43437
limited Production
Ted Teach Dayton OH Mooney Mite N4122
Bellanca- Drew Peterson Yelm WA 195814shy19-2 Cruisemaster N9846B Cessna 170172-175 - William See Centerburg OH 1958 Cessna 175 N45K Cessna 180182-210 - john C Brinton II Wasilla AK 1958 Cessna 182 N4970D Piper PA-22 - Wally Rojem lambertville MI 1957 N7557D Piper PA-24 - Mike Carpenter DeSoto TX 1958 N5259P
CONGRATULATIONS
VINTAGE AIRPLANE 5
by HG Frautschy
This months installment of Mystery Plane is a true puzzler - it took considerable effort on the part of Dennis Parks the Lishybrarian here at EAA HQ to track down its identification If youre able to ID it and you can supply us with a published reference well all be the richer for it We dont often give hints but I will with this one - the photo was taken here in the United States The answer will be published in the December issue of Vintage Airplane Anshyswers for that issue must be received no later than October 25 1995
Tony Morris Marsh Gibbon Bicester Engshyland wrote with a most complete answer to our June Mystery Heres what he penned
At last a Mystery Plane that I have a chance with - I very much enjoy this feature and must make a determined effort to pick up some more back issues of the journal
The big help for me with Junes Mystery Plane was the G on the rudder thus indicatshy
6 SEPTEMBER 1995
ing it was registered in the UK or the British Commonwealth In fact its the prototype Reid Rambler registered G-CA va and first flown on 23 September 1928 by Martin Berlyn WT Reid had left Canadian Vickers in February 1928 to set up his own company the Reid Aircraft Company with offices on Craig Street in Montreal
He was joined by Martin Berlyn also from Canadian Vickers They began the design of a two-seat light aircraft for flying
clubs training schools and private owners and assembly took place in a hangar at Cartierville The aircraft the Rambler was a sesquiplane with folding wings and Warren-truss bracing A balanced rudder with no fin - as shown in the photo - was used and inversely tapered ailerons were fitted The structure was all metal with fabric covering I believe the powerplant was a 80 hp Cirrus II That first flight mentioned above was somewhat hair raising as the ailerons had locked up as soon as the aircraft was airborne and a series of flat turns had to be used to complete the circuit to land The geometry of the aileron control system had to be rearranged to cure the fault
(Continued on page 21)
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Audrey Poberezny was presented the National Aeronautic Associations Katharine Wright Memorial Award during EAA OSHKOSH 95 With Audrey are (left) Jack Cole of the NAA and Joyce Wells president of the 99s (far right)
AUDREY POBEREZNY RECEIVES KATHARINE WRIGHT MEMORIAL AWARD
During EAA OSHKOSH 95 the National Aeronautic Association awarded Audrey Poberezny the Katharine Wright Memorial Award Audrey the wife of EAA Founder and Chairman of the Board Paul Poberezny and mother of EAA President Tom Poberezny was selected for the award based on her lifeshylong contributions to the success of the Experimental Aircraft Association and to the growth of sport aviation over the past 40 years
While Paul was busy working during the day as a full-time officer in the Wisshycousin Air National Guard Audrey was responsible for the day-to-day operashytions of EAA from its founding in the basement of the Poberezny home in 1953 until EAA built its first offices in Hales Corners in 1964 Audrey then served EAA as General Manager until 1970 She continued to serve in various capacishyties as she does to this day as the Chairman of Guest Relations facility at EAA OSHKOSH Much of the outstanding reputation of EAAs offices can be atshytributed to the organizational and business skills used by Audrey during the early days and to the professional attitude she brought to EAA
The Katharine Wright Memorial Award is presented annually to a woman who has provided encouragement support and inspiration to her husband and thus was instrumental in his success or who made a personal contribution to the advancement of the art sport and science of aviation and space flight over an extended period of time Other recipients have included Moya Lear Anne Lindbergh Ascha Peacock Donnels Olive Ann Beech Elizabeth Pfister June De Etta Maul and Nadine Jeppesen
Our congratulations to Audrey for this well deserved honor L-_______________________---~_____l
Robinson at 818899-8647 Proceeds are to benefit the Sun n Fun For those of you who plan on being Museum Contact Wayne Boggs
in Florida this winter you may wish to Chairman 813251-1820 or Art Henshystart o ut your 1995-96 season with a derson Sun n Fun Museum manager visit to the Sun n Fun Foundations at 813644-0741 Wings n Things 95 November 4-5 There will be an open house at the Sun TYPE CLUBS n Fun museum along with hands-on aviation workshops an aviation parts If you re a Culver aficionado theres auction air adventure days for yo uth a newly re-created type club for yo u f1y-bys airplane rides and giant scale Tt s the Culver Aircraft Association radio controlled aircraft will be joined They hope to soon be publishing the by the Polk Co unty Harley Davidson Culver Cadet-O-Gram newsletter Owners Group Motorcycle show and a edited by Dan Nicholson Ive not yet Corvette show to round out this event seen an example but Dan advises it will
be a forum to exchange information on activities and technical information For more information write
Culver Aircraft Association co Dan Nicholson 723 Baker Dr Tomball TX 77375 713351-0114 As a point of interest Allen Johnson
has kindly Jent his restored Culver Dart featured on the cover of the July 1994 issue of Vintage Airplane for display in the EAA Air Adventure Museum Thanks Allen
A new Type Club has been formed for fans of the Cessna T-SO Bamboo Bomber D es ignated the AT-17 or UC-78 by the Army when it served with the military the airplane has a dedicated following The new president is Dwain Pittenger owner of NU78 in Hereford TX The club will work to keep the few planes of this type flying and will proshymote restoration of the few basket cases which have escaped disposal There are sixty-one owners listed in the FAA regshyistry out of th e more than 3000 that were produced during WW II
Elmer Steier of Whittemore IA is vice-president and further information can be obtained from the club s secreshytarytreasurer Jim Anderson Box 269 Marine on St Croix MN 55047
A LITTLE HELP PLEASE
First from Tom Bins of Bins A viashytion Hangar 36 Adams Rd Eagle River WI 54521 phone 715479-3484 we have a request for any photos manuals specishyfications or information regarding the Rearwin Speedster Tom is working on the restoration of a 125 hp Menasco powered Speedster and is finding inforshymation tough to come by Anything you can add would be appreciated
In wh at has to be one of our more unusual requests we got a call a while back from Ed Love a process engineer at Packard Electric Co Mail Stn 03M 408 Dana St PO Box 431 Warren OH 44486 Ed is interested in obtainshying some origi nal ignition cable proshyduced under a new (in 1931) patent by the company A display is being made of some of the products made by Packard Electric for their corporate HQ This particular ignition cable feashytures a multiple conductor wire enshycased in a rubber insulator with altershynating layers of Jacquer coated fabric and a flexible metal shielding that is also coated with a lacquer and fabric finish It may be difficult to ascertain if the old ignition cable you have was built by Packard but if you have an old sample of ignition cable lying around your shop that fits this description feel free to send it to Ed Love at the adshydress noted above
4 SEPTEMBER 1995
fAA Oshkosh 95 AntiqueClassic
AWARD WINNERS ANTIQUE AIRCRAFT
Grand Champion - E T (Woody) Woodward Franklin TN - 1937 Bucker jungmeister N133jU Reserve Grand Champion - Alan Buchner Fresno CA 1932 Waco QDC NC12434
Transport Category
Champion - jerry and Betsye Holmes Chatshytanooga TN 1944 Grumman G21 A Goose NC 121Gl Runner-Up - john D Fields Sonora TX 1937 lockheed 12A NC33RA
Replica Category
Champion - jim jenkins Goshen CT 1991 Gee Bee E NC 856 Y Runner-Up - Stephen Halpern Hewlett Harbor NY 1992 Wedell-Williams Type 44 NC161Y Outstanding - jim Clevenger Marion NC 1984 Wedell-Williams NC278V
CLASSIC AI RCRAFT
Grand Champion - Gene Engelskirge r Hinckley OH Cessna 170B N2727C Reserve Grand Champion - Orlo Maxfield Northville MI Funk B85C N1654N
Class I (0-80 hpj - Ray L johnson Marion IN Aeronca Chief 11 AC NC3469E Class I (81-150 hpj - john C Reib Stuart Fl Stinson 108-2 NC9818K Class 11 (151 hp and Up) - james B Sayers Edishyson OH Cessna 195 N2197C Custom Class A (0-80 hpj - Donald Claude Dekalb Il Taylorcraft BC12D NC96440 Custom Class B (81-150 hpj - Robert McBride Cedar Par TX Piper PA-12 N98979 Custom Class C (151 hp-225 hpj - Frank Speran-
CONTEMPORARY AIRCRAFT
Grand Champion - Craig Roberts Aurora OR 1958 Cessna 150 N5501 E Outstanding Customized - Charles Gunderson Redondo Beach CA 1960 PA-23 N4373P
Class I (0-160 hpj - Stephen l Button Indishyanapolis IN 1957 Tri Champ 7FC N7534B
WW-II Era
Champion - Paul Romine Fishers IN 1943 Beech Staggerwing NC265E Runner-Up - William Quinn Columbia MO 1947 Beech G-17S NC80315 Outstanding - George Mays lowell IN 1942 Waco UPF-7 NC39714
Customized Aircraft
Champion - jim Patterson louisville KY 1938 Spartan NC17615 Runner-Up - W H Symmes Miami Fl 1937 Monocoupe 110 Special NC2347 Outstanding - Dan White Brooklyn Park MN 1941 Waco UPF-7 NC39713
WW-II Military Trainerliaison Aircraft
Champion - David Wogernese Eau Claire WI 1942 Fairchild PT-23 NC60606 Runner-Up - Clay Smith Athens Al 1942 Inshyterstate l-6 NC47093 Outstanding - john Vorndran Stoughton WI 1940 Stearman PT-17 NC58712
deo Fayetteville AR Piper PA-2220 N3383A Custom Class D (226 hp and Up) - Colin and june Powers Independence OR Cessna 195 N2113C
Best In Class
Aeronca Champ - Air Knockers Inc Wadsworth Il 7BCM N84405 Aeronca Chief - Duane Huff lawrenceville GA 11 AC NC3420E Beechcraft - lorraine Morris Marengo Il - Fshy35 N4242B Bellanca - Mark and judy Ohlinger Akron OH Cruisair N86937 Cessna 120140 - Ken Morris Marengo Il 140A N5669C Cessna 170180 - Alan Drain and Steve Kleimer Bozeman MT 180 N3180D Cessna 190195 - Kent and Sandy Blankenburg
Class I (161-230 hpj - Roth Heinz Merrill WI 1960 Cessna 182 N1895 Class 11 (231 hp and Up) - larry Van Dam Riverside CA 1957 Bonanza N5478D Class IV (Multi Engine) - Arthur Bastian Newshyton Nj 1956 Cessna 310 N364AP
Outstanding In Type
Champion - Cliff Harkins Houston TX 1957 7FC N7577B Beech (Single Engine) - Kenneth Howard Queen Creek AZ 1960 Debonair 33 N601 V
Bronze Age (1933-1941 )
Champion - Edward Shenk Garrett IN 1940 Luscombe 8A NC28580 Runner-Up - Tom Flock Rockville IN 1941 Waco UPF-7 NC 32021 Outstanding Open Cockpit Biplane - Richard Bushway So Strafford VT 1940 Waco UPF-7 NC29357 Outstanding Closed Cockpit Biplane - Steve Pitshycairn Bryn Athyn PA 1935 Waco CUC NC14625 Outstanding Open Cockpit Monoplane - Gene Chase Oshkosh WI 1933 Davis D-l-W NC13546 Outstanding Closed Cockpit MonoplaneshyWendy and Warner Griesbeck Aldergrove BC Canada 1938 Fairchild 24K CF-BWW
Silver Age (1928-1932)
Champion - Willis and Claudia Allen EI Cajon CA 1929 Travel Air D-4000 NC671 H
Groveland CA 195 N195KB Ercoupe - Keith Harding Flint MI N179G Luscombe - james Bendelius Accord NY T8F Observer N2246B Navion - Canby Sales amp Service Brighton MI N91788 Piper -3 - Mike Horn North little Rock AR N69MH Piper (Others) - Marion Burton little Rock AR Vagabond PA-17 N4820H Stinson - Andrew Heins Huber Heights OH 108 NC97141 Swift - R K johnson Faribault MN GC-l B N78068 Taylorcraft - John Krumlauf Nashport OH BC12D N43437
limited Production
Ted Teach Dayton OH Mooney Mite N4122
Bellanca- Drew Peterson Yelm WA 195814shy19-2 Cruisemaster N9846B Cessna 170172-175 - William See Centerburg OH 1958 Cessna 175 N45K Cessna 180182-210 - john C Brinton II Wasilla AK 1958 Cessna 182 N4970D Piper PA-22 - Wally Rojem lambertville MI 1957 N7557D Piper PA-24 - Mike Carpenter DeSoto TX 1958 N5259P
CONGRATULATIONS
VINTAGE AIRPLANE 5
by HG Frautschy
This months installment of Mystery Plane is a true puzzler - it took considerable effort on the part of Dennis Parks the Lishybrarian here at EAA HQ to track down its identification If youre able to ID it and you can supply us with a published reference well all be the richer for it We dont often give hints but I will with this one - the photo was taken here in the United States The answer will be published in the December issue of Vintage Airplane Anshyswers for that issue must be received no later than October 25 1995
Tony Morris Marsh Gibbon Bicester Engshyland wrote with a most complete answer to our June Mystery Heres what he penned
At last a Mystery Plane that I have a chance with - I very much enjoy this feature and must make a determined effort to pick up some more back issues of the journal
The big help for me with Junes Mystery Plane was the G on the rudder thus indicatshy
6 SEPTEMBER 1995
ing it was registered in the UK or the British Commonwealth In fact its the prototype Reid Rambler registered G-CA va and first flown on 23 September 1928 by Martin Berlyn WT Reid had left Canadian Vickers in February 1928 to set up his own company the Reid Aircraft Company with offices on Craig Street in Montreal
He was joined by Martin Berlyn also from Canadian Vickers They began the design of a two-seat light aircraft for flying
clubs training schools and private owners and assembly took place in a hangar at Cartierville The aircraft the Rambler was a sesquiplane with folding wings and Warren-truss bracing A balanced rudder with no fin - as shown in the photo - was used and inversely tapered ailerons were fitted The structure was all metal with fabric covering I believe the powerplant was a 80 hp Cirrus II That first flight mentioned above was somewhat hair raising as the ailerons had locked up as soon as the aircraft was airborne and a series of flat turns had to be used to complete the circuit to land The geometry of the aileron control system had to be rearranged to cure the fault
(Continued on page 21)
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
fAA Oshkosh 95 AntiqueClassic
AWARD WINNERS ANTIQUE AIRCRAFT
Grand Champion - E T (Woody) Woodward Franklin TN - 1937 Bucker jungmeister N133jU Reserve Grand Champion - Alan Buchner Fresno CA 1932 Waco QDC NC12434
Transport Category
Champion - jerry and Betsye Holmes Chatshytanooga TN 1944 Grumman G21 A Goose NC 121Gl Runner-Up - john D Fields Sonora TX 1937 lockheed 12A NC33RA
Replica Category
Champion - jim jenkins Goshen CT 1991 Gee Bee E NC 856 Y Runner-Up - Stephen Halpern Hewlett Harbor NY 1992 Wedell-Williams Type 44 NC161Y Outstanding - jim Clevenger Marion NC 1984 Wedell-Williams NC278V
CLASSIC AI RCRAFT
Grand Champion - Gene Engelskirge r Hinckley OH Cessna 170B N2727C Reserve Grand Champion - Orlo Maxfield Northville MI Funk B85C N1654N
Class I (0-80 hpj - Ray L johnson Marion IN Aeronca Chief 11 AC NC3469E Class I (81-150 hpj - john C Reib Stuart Fl Stinson 108-2 NC9818K Class 11 (151 hp and Up) - james B Sayers Edishyson OH Cessna 195 N2197C Custom Class A (0-80 hpj - Donald Claude Dekalb Il Taylorcraft BC12D NC96440 Custom Class B (81-150 hpj - Robert McBride Cedar Par TX Piper PA-12 N98979 Custom Class C (151 hp-225 hpj - Frank Speran-
CONTEMPORARY AIRCRAFT
Grand Champion - Craig Roberts Aurora OR 1958 Cessna 150 N5501 E Outstanding Customized - Charles Gunderson Redondo Beach CA 1960 PA-23 N4373P
Class I (0-160 hpj - Stephen l Button Indishyanapolis IN 1957 Tri Champ 7FC N7534B
WW-II Era
Champion - Paul Romine Fishers IN 1943 Beech Staggerwing NC265E Runner-Up - William Quinn Columbia MO 1947 Beech G-17S NC80315 Outstanding - George Mays lowell IN 1942 Waco UPF-7 NC39714
Customized Aircraft
Champion - jim Patterson louisville KY 1938 Spartan NC17615 Runner-Up - W H Symmes Miami Fl 1937 Monocoupe 110 Special NC2347 Outstanding - Dan White Brooklyn Park MN 1941 Waco UPF-7 NC39713
WW-II Military Trainerliaison Aircraft
Champion - David Wogernese Eau Claire WI 1942 Fairchild PT-23 NC60606 Runner-Up - Clay Smith Athens Al 1942 Inshyterstate l-6 NC47093 Outstanding - john Vorndran Stoughton WI 1940 Stearman PT-17 NC58712
deo Fayetteville AR Piper PA-2220 N3383A Custom Class D (226 hp and Up) - Colin and june Powers Independence OR Cessna 195 N2113C
Best In Class
Aeronca Champ - Air Knockers Inc Wadsworth Il 7BCM N84405 Aeronca Chief - Duane Huff lawrenceville GA 11 AC NC3420E Beechcraft - lorraine Morris Marengo Il - Fshy35 N4242B Bellanca - Mark and judy Ohlinger Akron OH Cruisair N86937 Cessna 120140 - Ken Morris Marengo Il 140A N5669C Cessna 170180 - Alan Drain and Steve Kleimer Bozeman MT 180 N3180D Cessna 190195 - Kent and Sandy Blankenburg
Class I (161-230 hpj - Roth Heinz Merrill WI 1960 Cessna 182 N1895 Class 11 (231 hp and Up) - larry Van Dam Riverside CA 1957 Bonanza N5478D Class IV (Multi Engine) - Arthur Bastian Newshyton Nj 1956 Cessna 310 N364AP
Outstanding In Type
Champion - Cliff Harkins Houston TX 1957 7FC N7577B Beech (Single Engine) - Kenneth Howard Queen Creek AZ 1960 Debonair 33 N601 V
Bronze Age (1933-1941 )
Champion - Edward Shenk Garrett IN 1940 Luscombe 8A NC28580 Runner-Up - Tom Flock Rockville IN 1941 Waco UPF-7 NC 32021 Outstanding Open Cockpit Biplane - Richard Bushway So Strafford VT 1940 Waco UPF-7 NC29357 Outstanding Closed Cockpit Biplane - Steve Pitshycairn Bryn Athyn PA 1935 Waco CUC NC14625 Outstanding Open Cockpit Monoplane - Gene Chase Oshkosh WI 1933 Davis D-l-W NC13546 Outstanding Closed Cockpit MonoplaneshyWendy and Warner Griesbeck Aldergrove BC Canada 1938 Fairchild 24K CF-BWW
Silver Age (1928-1932)
Champion - Willis and Claudia Allen EI Cajon CA 1929 Travel Air D-4000 NC671 H
Groveland CA 195 N195KB Ercoupe - Keith Harding Flint MI N179G Luscombe - james Bendelius Accord NY T8F Observer N2246B Navion - Canby Sales amp Service Brighton MI N91788 Piper -3 - Mike Horn North little Rock AR N69MH Piper (Others) - Marion Burton little Rock AR Vagabond PA-17 N4820H Stinson - Andrew Heins Huber Heights OH 108 NC97141 Swift - R K johnson Faribault MN GC-l B N78068 Taylorcraft - John Krumlauf Nashport OH BC12D N43437
limited Production
Ted Teach Dayton OH Mooney Mite N4122
Bellanca- Drew Peterson Yelm WA 195814shy19-2 Cruisemaster N9846B Cessna 170172-175 - William See Centerburg OH 1958 Cessna 175 N45K Cessna 180182-210 - john C Brinton II Wasilla AK 1958 Cessna 182 N4970D Piper PA-22 - Wally Rojem lambertville MI 1957 N7557D Piper PA-24 - Mike Carpenter DeSoto TX 1958 N5259P
CONGRATULATIONS
VINTAGE AIRPLANE 5
by HG Frautschy
This months installment of Mystery Plane is a true puzzler - it took considerable effort on the part of Dennis Parks the Lishybrarian here at EAA HQ to track down its identification If youre able to ID it and you can supply us with a published reference well all be the richer for it We dont often give hints but I will with this one - the photo was taken here in the United States The answer will be published in the December issue of Vintage Airplane Anshyswers for that issue must be received no later than October 25 1995
Tony Morris Marsh Gibbon Bicester Engshyland wrote with a most complete answer to our June Mystery Heres what he penned
At last a Mystery Plane that I have a chance with - I very much enjoy this feature and must make a determined effort to pick up some more back issues of the journal
The big help for me with Junes Mystery Plane was the G on the rudder thus indicatshy
6 SEPTEMBER 1995
ing it was registered in the UK or the British Commonwealth In fact its the prototype Reid Rambler registered G-CA va and first flown on 23 September 1928 by Martin Berlyn WT Reid had left Canadian Vickers in February 1928 to set up his own company the Reid Aircraft Company with offices on Craig Street in Montreal
He was joined by Martin Berlyn also from Canadian Vickers They began the design of a two-seat light aircraft for flying
clubs training schools and private owners and assembly took place in a hangar at Cartierville The aircraft the Rambler was a sesquiplane with folding wings and Warren-truss bracing A balanced rudder with no fin - as shown in the photo - was used and inversely tapered ailerons were fitted The structure was all metal with fabric covering I believe the powerplant was a 80 hp Cirrus II That first flight mentioned above was somewhat hair raising as the ailerons had locked up as soon as the aircraft was airborne and a series of flat turns had to be used to complete the circuit to land The geometry of the aileron control system had to be rearranged to cure the fault
(Continued on page 21)
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
by HG Frautschy
This months installment of Mystery Plane is a true puzzler - it took considerable effort on the part of Dennis Parks the Lishybrarian here at EAA HQ to track down its identification If youre able to ID it and you can supply us with a published reference well all be the richer for it We dont often give hints but I will with this one - the photo was taken here in the United States The answer will be published in the December issue of Vintage Airplane Anshyswers for that issue must be received no later than October 25 1995
Tony Morris Marsh Gibbon Bicester Engshyland wrote with a most complete answer to our June Mystery Heres what he penned
At last a Mystery Plane that I have a chance with - I very much enjoy this feature and must make a determined effort to pick up some more back issues of the journal
The big help for me with Junes Mystery Plane was the G on the rudder thus indicatshy
6 SEPTEMBER 1995
ing it was registered in the UK or the British Commonwealth In fact its the prototype Reid Rambler registered G-CA va and first flown on 23 September 1928 by Martin Berlyn WT Reid had left Canadian Vickers in February 1928 to set up his own company the Reid Aircraft Company with offices on Craig Street in Montreal
He was joined by Martin Berlyn also from Canadian Vickers They began the design of a two-seat light aircraft for flying
clubs training schools and private owners and assembly took place in a hangar at Cartierville The aircraft the Rambler was a sesquiplane with folding wings and Warren-truss bracing A balanced rudder with no fin - as shown in the photo - was used and inversely tapered ailerons were fitted The structure was all metal with fabric covering I believe the powerplant was a 80 hp Cirrus II That first flight mentioned above was somewhat hair raising as the ailerons had locked up as soon as the aircraft was airborne and a series of flat turns had to be used to complete the circuit to land The geometry of the aileron control system had to be rearranged to cure the fault
(Continued on page 21)
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
KNOB REFINISHING
Dear Henry
Regarding Bob Hollenbaughs inquiry on restoration of plastic knobs for his Chief project I believe he will find that their finish can be nicely restored by cleaningpolishing the knobs with Brasso metal polish (or equal) Probably any good metal polish will accomplish the same results as Brasso since metal polshyishes all seem to be compounded from the same ingredients Use only small amounts of polish on the knob faces to prevent damaging imprinted legends or lettering or until the effect of the polish can be determined Recessed lettering can be refinished by filling (paint) and wiping process If refilling lettering alshylow paint to dry and repolish face careshyfully to remove the paint outside of reshycess The knob faces are easiest polished by rubbing them on a soft thick cloth held stationary on the bench top
I also use Brasso with great reshysults to cleanpolish phenolic (plastic) cases on instruments installed in my proshyjects The only precaution when doing the instrument cases is to go easy on any inspection marks logos or plates stamped or applied on the cases in the event one wishes to preserve the marks as the Brasso will ultimately strip off the stamped marks
Hope this helps Regards Hubert Loewenhardt (AIC 19167) 835 New London Turnpike Stonington cr 06378
Dear Hubert
Thanks for the tip - if just the surface of the knobs are discolored or oxidized your method ought to do the trick nicely Many of the plastic knobs on the controls of the classic airplanes we now fly were imprinted using a heated stamp The letters would then have slightly raised edges and then a slow dnjing enamel would be used to fill the letters with the excess wiped off
I believe the problem experienced by Bob Hollenbaugh and many others goes much deeper though - in fact it goes directly into the plastic As plastic ages the plasticizers
within the material begin to migrate to the surface and evaporate causing the surface to become crazed as the plastic on the surface begins to dry out and shrink As the aging process continues the plastic cracks deeper and deeper presenting the restorer with a tough problem Other than a new set of knobs (long since unavailable in their origishynal form) what can a restorer do What opshytions do automobile rebuilders have when presented with this difficulty The composishytion of the plastic is also an interesting quesshytion - are thelj made of the same type of celushylaid used on early plastic automobile steering wheels Wed love to publish the answers if one of you can help - HG Frautschy
REDHEAD RACER
Dear Dennis (Parks)
It was a pleasure to read your article in VINTAGE AIRPLANE of July 1995 about Gordon Israel and the crash of his racer the Redhead I was a kid at the time about 15 years old and spent my summer days at the Omaha Airport all summer every summer I never missed an air race in Omaha in the 1930s and those who flew them imprinted themshyselves deeply into my memory
Gordon Israel had a brother named George with him that year in Omaha George told people he didn t fly the Redshyhead himself because it was so small there was no place for his feet I dont know if that was true but Gordon was the only one I saw fly it
As Gordon was on approach to landshying that day in 1934 George Israel was standing by the speakers stand (the PA system of those days) in front of the grandstands not far from me
Gordon was lined up to land in the dirt alongside the paved runway He made an excellent landing and was rolling out when it appeared the airplane started wobbling from side to s ide and then started up on its nose and cartwheeled onto its back pinning Gordon inside and underneath
George was instantly on a run to the airplane fearing fire He was the first one to reach the Redhead lifting up the tail enough to allow Gordon to slide out There was no fire
The next airplane after the Redhead was the Brown B-2 Miss Los Angeles It was also making an approach to Runway 35 but that runway was closed by the Redshyhead lying on it so the Brown B-2 pilot (it was Roy Minor) e lected to land to the northeast and roll out into the grass with no surfaced runway yet in that direction
Abo u t 300 feet into the grass the Brown started to wobble too bit it got straightened out
At the end of the ro ll-out the pilot of the Brown B-2 turned off the ignition and walked back along its rollout path until he stopped to pick up something after which he headed for the speakers stand When he reached the speakers stand he was carrying a brickbat
It was thought around the airport afshyterward that the Redhead had encounshytered that same kind of brickbat which caused the wobble in both airplanes endshying in a much less favorable way for the Redhead
We went o ut and hand pushed the Brown B-2 back to the hangar The Redshyhead was carried back to the hangar by another group of people
After 61 years the pictures of those 1930s air races are sti ll vivid in my mind and I wanted to share this one with you folks for your historical records
Sincerely Robert P Laible 5503 NW Fox Run Dr Parkville MO 64152
MORE ON PHILLIPS HEAD SCREWS
Dear HG
This is in reference to Dan Cullmans letter concerning the use of Phillips head screws in early aircraft
Since we restored Bobs Champ in 1983 on several occasions the use of Phillips screws has been brought to quesshytion We used them on the rear window frame It can easily be proven that this is correct by reference to Aeronca Drawing 7-458 (Covering-fuselage) where it clearly specifies 6-112 Phillips Head Cadmium Plated Type A PK Screws
I don t know exactly when the Phillips screws first were used but I have a 1942 Aero Digest which advertises them I also know that they were used in military birds that I flew during the Big War
There was another similar screw that was used extensively the Reed and Prince It was frequently referred to as a cross point screw head This type was not the same as Phillips and required a different driver with a sharply pointed end My tool box contains both types
Sincerely C H (Harold) Armstrong (AC 746) Route 3 Box 46 Rawlings MD 21557-9609
VINTAGE AIRPLANE 7
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Type Club
NOTES by Norm Petersen
Compiled from various type club publications amp newsletters
The Cub Club shyJohn Bergeson newsletter editor
(517-561-2393)
Fuel Starvation on Take-off in a PA-ll - by David Pearce
(703-777-4459)
The engine sputtered and nearly quit during a very hot high density alshytitude takeoff three summers ago I was doing a series of different angle of attack takeoff tests to determine the actual airspeed indications and rate of climb measurements to plot a chart for my students to use The Piper factory does not have an official manual showing charts for takeoff and landing performances as do the modshyern aircraft handbooks so I was creatshying my own for my students to use This was the first time it had ever hapshypened in the PA-ll over the many years I had owned it and when I was taking flying lessons in it as a student pilot
To determine the problem I had the carburetor rebuilt and checked mags overhauled timing and the fuel system checked After all of this the problem persisted I had replaced all the fuel lines carburetor bowl assembly etc at the time of restoration so I ruled out for the time being collapsed or failed hoses
Again I had to resort to an engishyneering analysis First I had to detershymine what if anything I was doing that was different from the past years Afshyter much worrying I remembered that I had recently found a copy of a book that has listed the performance specifishycations for the various Pipers It specishyfied that the best angle (Vx) for the PA-ll was supposed to be 50 mph (about 12 to 13 times the stall speed of 37 mph) This was the speed that I had been using for my short field takeoff
8 SEPTEMBER 1995
calibration test when the problem first occurred
I had always used 60 mph prior to this so this had to be the problem as it represented the only deviation from my old procedures But why
Again I used my trusty inclinometer to determine the angle of attack that caused the engine to lose power The other symptom was that when the enshygine lost power I would put the nose down to obtain the best gliding speed of 60 mph and the engine would clear up and run at full rpm as if nothing had happened
Using this information I used a set of the fuselage blueprints and detershymined that in the 50 mph climb speed the angle of attack was so great that the carburetor was higher than the wing fuel tank as well as the infamous header tank (Resorting to the old plumbers rule that water in this case fuel will not run uphill I found the problem) I merely had to change the Vx speed to 55 and the problem went away
But if this was the problem then why did Piper publish the Vx airspeed to be 50 Going back and looking at the book I found that this airspeed was specified for a 65 hp PA-ll and not a 95 hp version With the extra 30 hp the angle of attack for Vx was much higher than for the 65 hp version I have not been able to locate a Spec sheet for the 95 hp PA-ll but when I do I am sure that the Vx will be shown as 55 to 65 mph Of course different loadings and different density altitudes will affect the actual angle of attack so an overall airshyspeed must be chosen that will give a moderate angle of attack to ensure fuel flow in all conditions
For myself I now use 55 until I clear any obstacle and then climb at 70 to enshysure fuel flow better cooling and visishybility Using this procedure I have never encountered the problem again
Cessna Pilots Association shyJohn Frank Editor (805-922-2580)
Removal of Mogas Stains shyby Don Mcintosh
No sooner had I sent off a letter to you requesting advice on removal of Mogas stains from my Cessna 172 than the solution was presented to me by a local mechanic
The product he suggested and which I have tried with excellent reshysults is a cleaner called Dow Bathshyroom Cleaner and is available at any supermarket
Just spray it on and wipe it off - it works like a charm
You may wish to share this wi th other members Im sure it would work as well with 100LL although the dye in the fuel does not seem to be as obnoxious
The cleaner also works well on reshymoval of dust grime exhaust stains etc
From England shyCivil Aviation Authority
Cessna Model 172 - The pilot reshyported that the rudder pedals had reshysistance on both left and right (applishycation) Only by flying another Cessna 172 did he realize how much resisshytance had been built up He therefore asked the engineers (mechanics) to check the rudder control circuit On thorough inspection by engineers who did not normally maintain the aircraft the tail section was found to contain a termite nest about the size of a house brick The reporter went on to say that the aircraft was imported to the UK from the USA in 1992 and despite having various inspections in the intershyvening period the termites nest was not noticed by any engineers
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Cessna Model 140 - During an anshynual inspection the engineer looked closely at the flexib le hoses and from the date markings shown upon them deduced that the hoses were over 30 years old The LAMS schedule reshyquires as a minimum all flexible hoses to be inspected and tested six years after installation and then every three years the reafter In some cases the Manufacturers requirements are stricter
New Rules For ELT Annuals shyby Steve Ells
Everybody counts on the ir ELTs but until recent ly regulations haven t demanded stringent inspections Ofshyten ELT inspections consi s t of no more than replacing the battery when due Changes to FAR 91207 effecshytive June 211995 specify what is reshyquired as far as the ELT is concerned at annual inspection These changes also require any new ELTs purchased after the effect ive da te to be a unit certified under the more stringent specifications of TSO-C91a
Since the introduction of the ELT in the 1970s the specification for pershyfo rmance has been Technical Stanshydard Order C91 In the two decades si nce introduction much ha s bee n learned about E L T performance and more technically advanced units are available T od ay ELTs are on th e market that transmit not only the warshybling crash signal but also have the cashypab ility to transmit their longitude and latitude if navigation equipment can supply the information
The main reason the specifications have been update d is the need for tighter controls on maintenance and performance to cut down on the numshybe r of false alarms which day in and day out average over 100 a day throughout the country Where there is an actual crash the record is marshyginal with only approximately 25 of crashes radiating a usable signal
New requirements for annuals on ELTs include inspections on the folshylowing four items l)Proper installashytion 2) Battery corrosion 3) Operashytion of controls and crash sensor and 4) The presence of a sufficient signal radiated from the antenna Items 1 4 and part of 3 can be done with the unit mounted in its rack To complete ite m 2 the ELT must be removed from its rack and opened up
When the ELT is out of the plane a primitive crash sensor (switch) test in item 3 can be performed by striking the ELT against ones hand or slingshying it in a throwing motion The Dishyrection of Flight arrow must point in the right direction If the ELT turns
on and sends out a di stinctive warshybling signal on 1215 the crash switch has been tested sufficiently for annual signoff By regulation a ll ELT tests that actua lly emit a signa l must be done within the first five minutes after the hour and must be limited to three sweeps of the signal
The last part of the annual is to test the r adi a ted signal strengt h of th e ELT In the past most mechanics would tune the comm radio of a nearby aircraft to 1215 and momenshytarily turn on the ELT they were testshying If the signal ca m e over the speaker that was sufficient FAA Acshytion Notice A8310 1 s ugges ts that holding a cheap battery powered AM rad io tuned to any sta tion within six inches of the antenna is a satisfactory test If the ELT sig nal is strong enough to overpower the station and come over th e speaker that proves the ELT is radiating enough power to comply with the signa l strength part of the annual
A log e ntry is required saying that the ELT has bee n tes ted in accorshydance with 91207 (d) (1 through 4) and has passed all tests This is due every annual
The Luscombe Courant shyLoren Bump editor (208-365-7780)
I Learned From This
Hav e yo u ever sa t down and thought about what some folks call the good ole days Of course you have we all have at one time or anshyother
I a ro se this mornin g at 0500 to work on the Courant as I always do when J put out the newsletter Well I thought what am I going to do for this page To muster up a little mashyterial and possibly nostalgia I plugged in the video tape of the 1985 CLA (Continental Luscombe Association) fly-in in the VCR only to see Ole Bump the great Fearless Leader land and taxi right up to the camera jump out with his big mouth just a f1appin as usual
I didn t pay any attention to what he was saying I just sat there looking at that beautiful rag-wing Lusshycombe the Fearless Fargo Express that he owned at one time wondering how anyone p e rson could be so dumb and stupid as to sell such a nice looking machine as it shined like a diamond in the sunshine
Ill tell you something Ladies amp Gents if you own a Luscombe don t I repea t dont ever se ll it Youll reshygret it for the rest of your life believe me I know what I am talking about
A s I sat there watching it taxi out for takeoff at the end of the tape a very large lump arose in my throat tears flooded my eyes I rea lized then and there I had made the greatest mistake of my young life when I sold my beloved LUSCOMBE I ll give all of you a piece of advice dont ever sell your Luscombe else youll regret it and cuss yourself out
No matter how much yo u are ofshyfered stop and th ink about it Down the road yo u can t replace it for what yo u may acce pt for it and look at all the wonderful flying you ll be missing out on
I know there are other a irpl anes out th e re to choose from You are thinking Ill get a bigger faster ship Of course you will but when you are sitting there pushing buttons and turnshying knobs on that fancy new machine youll be thinking thoughts of th e flights you had in your old Luscombe ask ing yourself Why did I se ll my Luscombe I can t replace it for what I got for it I sure do miss the old ship This is a bucke t of bolts etc
From the newsletter of the Bellanca Champion Club B-C Contact we
have these notes
Airworthiness Alerts
Lift Strut Rusts - 393 During a scheduled inspection it was discovshye red that the left front wing lift strut was corroded through from the inside This corrosion caused a hole approxishymately 1 by 118 inch in the lower surshyface of the strut Gust below the drain hole) This hole was in the web fairshying between the two steel strut supshyports This condition compromised the structural integrity of the strut It was further stated that all of the struts on this aircraft were changed due to surface corrosion Tota l time - 1547 hours on the subject aircraft
Aileron Hinge Bolts - 493 During a scheduled inspection it was discovered that the aileron hinge bolt holes were worn excessively Further inspection revealed that the aileron hinge clevis bolts were not the proper length The bolts installed were AN24-12 and the correct bolt is an AN24-16 this condishytion allowed part of the threaded porshytion of the bolt to remain inside th e hole and interfere with the bearing surface during aileron operation
It is a good maintenance practice to check all parts both new and used for proper condition and fit before inshystallation Total time on subject airshyplane was 1058 hours plus
(Continued on page 27)
VINTAGE AIRPLANE 9
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Anyone By Hal Coonley NC 17394
A Nostalgic Beauty That Really Takes You Back
Ill bet everyone of you over 50 years of age who built model airplanes as a kid has built a model of the Gullwing Stinshyson Reliant You have to admit it had class not to mention size-and those disshytinguished and beautiful wings
Somewhere in the distant past I reshymember someone describing the Spitfire elliptical wing as not having any two ribs alike What about the Gullwing Stinson Count them There are exactly 22 ribs per wing times two that makes 44 and no two of them are alike No wonder the airplane cost almost $1000000 back in the thirties (Depending on the engine installation of course) All handmade Labor intensive was the rule then The fact is the entire wing is unique in design and construction How many wings do you know of that have welded steel tube main spars How about triangular plan form steel tube combination of drag anti-drag and compression members front to rear spar It certainly makes a stiff wing Notice too only one short lift strut No rear strut to relieve the twistshying moments Take a look at the relative inboard attach point of the lift strut and all that cantilever structure outboard
Airfoil sections have been engineered and designed to do many miraculous things Consider some of our later model transports and the century series fighters with wing loads in the multiple hundreds of pounds per square foot Well our Stinson Gullwing comes equipped with the ever famous Clark Y which came out sometime in the 1920s Our wing is 18 percent thick at the li ft strut attach point and tapers to only six percent at the tip and root It sure does the job
It lifts 4000 pounds at gross takeoff weight with 2585 square feet of wing area That calculates to 1547 pounds per square foot of wing load and needshyless to say it doesnt surprise you when it stalls if you want to call it that Really
10 SEPTEMBER 1995
its more like a mush Hold the yoke against the stop and it sort of floats from a burble to another burble recovering by itself with a little nose down pitch and then does it all over again Some of the old-timers say that they would never bail out of one in an emergency -theyd just continue the stall all the way down with a slower vertical speed than a parachute This stall speed just happens to be about 50 to 54 mph with full flaps You might call it an awfully heavy ultralight
Speaking of flaps how about vacuum operated flaps We have a port in the intake section of the crankcase that evacuates everything and lets static air push them down We have a vacuum storage tank which brings a play on words If vacuum is almost nothing why do we need a ten gallon tank to store it in The Gullwing has it It s aft of the rear cabin bulkhead When the flap lever is placed in the down position this stored vacuum is ported to the up side of an actuator that is about six inches in dishyameter and atmospheric pressure on the downside extends the flaps No intershyconnect to prevent split flaps A big spring to pull them up after landing if there is no air load The ailerons are cashyble operated except the last part of the motion where we have a bell crank and push rods
Lets take another look at our wing structure The ribs are made of square aluminum tube (about 516 inch each way) Not a weld in the whole assembly Not really riveted either Each joint at the intersection of cap strips and strucshytural bracing has an aluminum gusset on each side and is secured with a round head aluminum rivet type pin with a snap on Tinnerman type steel fastener on the backside No upset heads No corrosion from dissimilar metals and none have vibrated off in the 50 plus years this wing has been flying There
was plenty of zinc chromate though The wing had been recovered twice after it was converted to civilian service The last time with Razorback There wasnt really any bad fabric but the wings had been rib stitched without using the invisishyble stitch and it just looked too rough so we replaced it with Stits material and afshyter about 1100 rib stitches later were ready to apply some color We chose blue and silver and the Eastern Airlines logo because Eastern had three of these magnificent machines in the late thirties and early forties that were used for inshystrument trainers
This aircraft isnt one of the original SR-9 or -lOs that Eastern used but it has been modified to those specs This airshyplane was born during the middle part of WW II September 301943 to be exact It was known as an AT19 SIN 77-131 and carries the RAF SIN 42-46770 It was known by the British as SIN FK 944 We have some of the wartime logs on the airframe and engine but very little detail of missions andlor service The aircraft went to England at the end of 1943 but we are unable to determine exactly where The RAF forms we have indicate Evanton RNAS Southern Aircraft Gatwick Abbotsinch Fleetlands Yeouilton Donibristle and Stretton (Im not exactly sure of the spelling beshycause the ink has faded)
Some of the names of mechanics and pilots that are almost faded out look like E D Lock RNAS Strelton 1944 J Arthur RNAS Strelton 1944 R Bromshyley No1 NAFS Yeouilton 1945 H K Davison No1 NAFS Yeouilton 1945 and D K Hayes no station shown
On 3-1-46 the main planes were reshymoved and emba lmed On 4-1-46 preservation for shipment was accomshyplished by A Sweeney A Loggie and T W Barnfield and the lendllease contract was fulfilled
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Somehow the aircraft got back to the States and the civil logs begin August 29 1946 with 31855 hours on the airframe and engine It flew until June of 1949 and the next log entry is August 1 1954 when it was licensed However it apparshyently did not fly much because the next log entry is September 11 1959 at which time it had accumulated 39150 hours and then made it through June of 1965 at which time it was approved for a ferry flight with 43800 hours By April 20 1967 it had run the time up to 56600 hours By 1973 it had made it to 60201 hours and had found a home in LeMars Iowa Adrian Kale a United Airlines Captain had acquired it and from then until July 251991 it logged a total of alshymost 48 hours
It was purchased in August of 91 by myself and Chuck Pease both retired Eastern Captains The rejuvenation beshygan
The aircraft was strictly military inshyside The instrumen t panel had been moved forward about six inches and in no way looked like the SR-10 s~tup Forshytunately the factory left jig points for the civilian panel The RAF gyros and facshytory installed instruments were still working so we began from that There was one instrument that went back to the late 1930s called a fuelair ratiometer It does exactly what the name impliesshysamples exhaust gas from the manifold and tells you how many pounds of air per pound of fuel you are usin g It still works The RAF used only the left seat for the PIC and had moved the engine controls from the center of the panel to the left side of the cockpit and instead of Aherns type controls had installed a three control quadrant (throttle mixture and propeller) Idle cutoff was reversed from our American standards Forward was off The controls were installed in the center of the instrument panel so that the airplane can be flown from eishyther seat The lack of navcom equipshyment made that conversion simple We installed a KX 155 navcom a transponshyder with encoder and an Apollo loran for those long slow cross-countries The only military equipment still installed (and unused) is the pilots relief tube
The airplane had been covered with Razorback and was still as strong as the day it had been installed However the rib stitching was not to our liking and the paint was peeling anyway so the wings ailerons flaps horizontal and vertical empennage was removed for recovering The Spartan military interior was redone in leather and Eastern Airlines colors Wheel pants and Cleveland brakes were installed
(Right) Hal is busy doing something to this all metal structure you can rarely do with a wing - clean it with a pressure washer
The Lycoming R 680-13 engine had less than 300 hours on it since new and was installed by the RAF just prior to returning it to the States in 1943 They apparently thought the airplane was for night operation because the entire enshygine and accessories were painted dull night fighter black The engine ran like the proverbial sewing machine but used about a gallon of oil a day setting in the hangar The seals had dried and were incapable of holding oil where it was supposed to be The engine was built before O-rings were invented so the cylinder base seals were of gasket mateshyrial After sweating the oil problem another engine was installed That is another story for later
The original electrical system conshysisted of a 20 amp Eclipse generator () and a 12 volt battery One landing light consumed about 40 amps by itself The 50 amp Jasco alternator and a complete rewire of the system put us into the modern world The factory installed starter switch was right out of Henry Fords Model A factory Mash down with your left hee l and hope it didnt slip off While were talking about Ford parts the pilots side window will crank up and down compliments of another Model A part-the window mechashynism It still works good too Incidenshytally this 20 amp generator weighed in at 20 pounds including the control unit which is a watchmakers delight-all mechanical with the prettiest springs and interlocking electromechanical deshyvices they could dream up 50 years ago
Our test flight came about one and one half years after the restoration beshygan It was kind of soul satisfying to see smoke come from the exhaust stacks on the initial engine start and to get a good mag check on the first try Since that day in February 1992 we have become quite well educated on the whimsies of
old round Lycoming engines The reshyplacement engine was a 100 hour SMOH and it presented oil temperashyture problems which required removal and overhaul all due to a badly worn master rod bearing Initial oil pressure was good until the oil temp got up to normal operating range (140 degrees) and then the hotter the oil got the lower the oil pressure dropped and the lower the pressure dropped the higher the temperature became until both presshysure and temperature were at the red lines and we were at our max pucker factor We tried a new oil pump and oil pressure regulator We installed two types of oil coolers which helped but didnt cure the problem We learned about oil transfer sleeves and associshyated rings We about wore Steve Curry (of Radial Engines Limited) to the limit However he was very knowlshyedgeable and patient and helpful and was able to come up with the final solushytion of the out of tolerance master rod bearing So now our piece of aviation history is running like a charm and flies like a dream It still cruises at 125 mph like they did in the 1930s and it likes gasoline about 16 gallons per hour but if you like the sound of a round engine and the smell of aviation fuel and oil and can stand low cruise speeds and love the looks of big gullwings then this is the ultimate bird from the GOLDEN AGEOFA~ATION bull
VINTAGE AIRPLANE 11
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
When the POWER goes DOWN
the NOSE goes DOWN
the PLANE goes DOWN SAFELY
Remember that TURNS and
WIND GUSTS RAISE the
STALL SPEED
With an ENGINE PROBLEM
LOWER THE NOSE
ESTABLISH PROPER
GLIDE SPEED
TURN ONLY ENOUGH TO
AVOID OBSTACLES
Plan each takeoff with a
firm resolve
NEVER TURN BACK
DEPARTURE CLIMBSTALL and SPIN ACCIDENTS by Dick Hill ATP - CFI
During recent years very little atshytention has been focused on this type accident The accidents continue we are losing friends and aircraft too ofshyten The FAA focuses little attention in this direction - some small effort is exerted during flight testing and some small influe nce is used in the suggestions for the Biennial Flight R eview but almost nothing appears in our current literature
As a result of two recent accidents where our type of airplanes were involved flown by personal friends one on which was fatal accident and the other nearly so Ive written the following in the hope that it can help you identify this type of situation beshyfore it too claims you as a victim
The probable scenario in this type of accident is as follows
The engine had been running rough in the past but just before this takeoff it seemed to be OK
The plane got off the ground OK and started to climb
When reaching the tree tops it started to miss a bit
(Remember this can happen in any airplane after any takeoff)
Eve n when everything is going good the rate of climb will not be exshyceptional during the early climb phase - the airspeed will be low and if the engine were to s low down and the nose not be lowered immediately the speed would rapidly diminish Then in about the amount of time it takes to read this the STALL SPEED would be reached and no airspeed margin would remain
While this is taking place the pilot would want to return to the airport
(This is a very natural urge a very classic situation that I call the Search for the Familiar or the desire to return to the normal It is natural to land on the airport - no one wants
to land in a fie ld It takes a firm reshysolve to resist the urge to turn back)
A turn would be started but being so low the pilot would not wan t to lower the wing and possibly snag a tree or wire so
1 The plane is slow (Hold the nose up)
2 The plane is low (Hold the nose up)
3 Cant lower the wing (Hold the wing up )
4 Have to turn back (Push it around with the rudder)
These are the exact steps that are taught when student pilots enter into SPIN TRAINING In training it is done at a high altitude and then the SPIN RECOVER Y is taught after the spin is established
In the case of an unintentional SPIN at low altitude recovery is only possible after a lengthy stay in the Inshytensive Care Unit
Each year we read about several acshycidents of this type In some cases the pilot and passengers do recover but all too often the results of the SPIN are such that there is no trip to the ICU only to the cemetery Inattenshytion to proper procedures too often results in fatal accidents Most all of these accidents are fully preventable
Please review the causes of STALLSPIN ACCIDENTS
In the old days pilots were taught that there were
NO TURNS BELOW 400 FT We are still flying the same type of
airplanes with the same type of enshygines with the same type of problems and we see the same results when the laws of Gravity are resisted
12 SEPTEMBER 1995
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
A Mint Contemporary Class
by Norm Petersen
One mee ts the nicest people in this aviation business and while looking down the line of antique and classic airplanes at EAA Sun n Fun 95 I spotted the tall tail of a pre-1960 Cessna poking above the rest of the polished airplanes Movshying closer the paint scheme on the airshyplane clearly identified it as a 1958 Cessna 172 with Canadian registration C-FDGS The pretty airplane s owner John Van
Lieshout (EAA 414941 AIC 23086) of Toronto Ontario Canada was answershying questions posed by several bystanders - as rapidly as he could Everybody wanted to know how a 37-year-old airshyplane could look so close to factory new
For John Van Lieshout the answer was quite easy - he is the same age as the airplane - and look what fine shape he is in It was fun to listen to John explain
the background of the 172 with his preshycise wording and his very becoming Cashynadian accent (out and about) A true gentleman and a man of many talents John is one of those rare people who stumbled into owning a really unique piece of aviation hi story and suddenly found the spotlight to be directed at him He wears the illumination very well I might add
John was born in London Ontario on August 8 1958 of Dutch parents who had emigrated to Canada in the early 1950s As a youngster he was intershyested in alI things mechanical and was alshyways building model airplanes Even pashyper airplanes drew his attention in school and he readily admits that if he had been the teacher he would have thrown John Van Lieshout out of class on several ocshycasions However John did excellent school work and his teachers had infinite patience with the young lad who was conshysidered by his classmates to be the class clown
At age 21 John had his first airplane ride in a huge Air Canada 747 airliner and was completely thrilled with flying In the next few years his theater avocashytion turned into movie production work which produced just enough extra inshycome to afford flying lessons He began flying at Toronto City Center Airport (called Toronto Island Airport in those days) with Central Airways On the day of his first cross-country solo he called up the school for a takeoff time and was informed it had gone bankrupt - no airshyplanes were alIowed to fly
It was several months before John managed to gather four partners and purshychase a Cessna 150 at Thunder Bay Onshytario With this airplane John was able to earn his Private ticket his night rating and Commercial license As John says Ive never used my Commercial ticket but I just wanted the extra training Beshysides being in the film making business its a nice little item to have if you have to do some aerial photography
Later that same year (1991) John beshygan looking for an older 172 or similar airplane Spotting a tiny ad in a Canashydian aviation paper that said 1958 172 $17000 John called up the person who turned out to be a broker in Camloops Be The airplane was located in Fort Simpson way way up in the Northwest Territories - miles from nowhere howshyever in two wee ks it was to be flown down to Camloops It was still too far away for John But then a funny thing happened Johns mechanic Bill Davies mentioned he was going on vacation for a couple of weeks to (of all places) Camshyloops to visit re latives Arrangements were made to have Bill inspect the 172 which had been ferried nearly 900 miles south from Fort Simpson NWT to Camshyloops BC
VINTAGE AIRPLANE 13
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
(Above) Cruising along over the great state of Florida John Van Leishout brings the 172 in close for the camera Note the antennae poking up from the fuselage and the large rotating beacon on the top of the fin This was deluxe transportation back in 1958 (Left) Johns neat wheel covers on the 600 X 6 wheels match the colors of the airplane exactly
The phone call from Bill D avies was quite a revelation I cant believe this airplane The compression is so incredishyble It s the original engine The paint looks original I mean it s just wondershyful In no time at all John negotiated the purchase (sight unseen) and with a pilot friend John McMurttrey along for company flew the airlines to Camloops and prepared for the long fli ght (over
2200 miles) back east to Toronto Flying east over the Canadian Rockies
in the 172 was an unforgettable experishyence Neither pilot had ever flown over rugged mountains before and the fantasshytic scenery used up most of their camera film John Van Lieshout says This was the most spectacular trip I had ever done in my entire life I had a lump in my throat The feel ing was just overwhelmshying I can now understand why people want to fly to Alaska etc
Once past the huge mountains the pair noted the flat prairie terrain of Alshyberta and Saskatchewan which gave way to the woods and lakes of Ontario The long cross-country trip required three days and ended on the parking ramp at Toronto - with two very tired but happy pilots
14 SEPTEMBER 1995
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
The history of Cessna 172 N8534B SIN 36234 goes back to when it was built on November 11 1957 and when it was first sold to Earl Lloyd Danielson in the tiny town of Ferdig Montana on May 11 1958 Fourteen years later in early 1972 the 172 was imported into Calgary Alshyberta with 1103 hours total time The N number was de-registered and a new Canadian registration of CF-DGS was alshylocated (Note The Canadian Internashytional call sign was CF with three letshyters following for about 45 years before it was changed to C with four letters following in the mid 70s Hence our subject 172 became C-FDGS with the new system) The Cessna was sold to a man in Fort Simpson and was stationed there for a number of years with a brief stay at Yellow Knife NWT on Great
For those lucky enough to remember 1958 this is exactly the way the panel looked when this airshyplane came off the facshytory line The Narco Sushy
perhomer Mark IV cover plate with its whistle stop tuning receiver was the latest word in navigation in those days With the cover removed the new radio and transponder come into view
A total of six or seven ownshyers operated the airplane from gravel runways and unimproved landing strips in the summers with flights being made in the winter from frozen lakes and even country roads The farthest north DGS was flown was to a place called Rigley on the Mackenzie river to deliver supplies to an oil rig approximately 200 miles south of the Arctic Circle
It is quite evident that the 19 years that DGS spent in the cold dry climate of the Northwest Territories helped considshyerably to inhibit corrosion and delay the aging process that all airplanes enshycounter In addition the excellent care that Earl Lloyd Danielson lavished on the airplane while he owned it for 14 years in Montana also contributed to the unusually healthy condition the Cessna exhibits today
Since he has owned DGS John Van Lieshout has devoted much of his spare time to buffing and polishing the bare aluminum and painted surfaces of the aircraft In addition he has installed a new carpet a new (one-piece) windshyshield and a second venturi for running the instruments Using the original seat coverings John was able to re-stuff the seats to original configuration The inshystrument panel was refurbished to origshyinal condition including the original Narco Mark IV Superhomer face plate which covers the GPS and NavCom equipment whenever the airplane is placed on display
Perhaps the most amazing item on the aircraft is the factory original paint Speshycial items like the spinner and the venshyturies as well as areas of hangar rash have been color matched and carefully repainted Overall DGS looks pretty much like she did back in 1958 when it left the factory and went to Montana as a new airplane with the registration N8534B
At EAA Sun n Fun 95 Johns beaushytiful Contemporary Class 172 caught the judges eye in the bright Florida sun and they seemed to stop to look at it on a regular basis - both inside and out Apshyparently the visits were not in vain as on the final evening of the fly-in the awards ceremony loudspeaker rang out with the name John Van Lieshout Cessna 172 C-FDGS winner of the Most Original Award in the Contemposhyrary Class
Suddenly the hours and hours of dedshyicated labor on polishing painting and fixing up the 37-year-old airplane didnt seem nearly so hard on the muscles and body joints Its funny how a pat on the back makes the work seem so much smaller
Congratulations to John Van Lieshout for winning the Most Original Award at Sun n Fun 95 It was an award well deshyserved We look forward to visiting with this friendly and affable Canadian pilot on many future occasions and we wish him the best of luck while enjoying his immaculate Cessna 172 C-FDGS
VINTAGE AIRPLANE 15
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Great Lakes Treasure Zac and Doris Howards Hammond 100
by HG Frautschy
The early days of aviation are filled with stories about airplane designs that went through several manufacturers durshying their production lifetime The ecoshynomic realities of aircraft production meant that all too often a manufacturer would go broke before he could build enough airplanes to make a profit or other money matters would make the sale of a company the prudent avenue to pursue Sometimes the simple act of copying a successful design was employed to put an organization in the aircraft building business
The Hammond 100 is one of those 1930s era biplanes that has a convoluted lineage First conceived by the engineershying staff and students at Parks College in East St Louis IL the Hammond 100 had started as the Parks P-l in the spring of 1929 But its direct ancestor was the Kreider-Reisner C-2 Challenger One
March day in 1929 Parks student Charles Ritsch was assigned the task of painting the Parks insignia on the tail of the new C-2 now stationed on the Parks airport No other changes were made to the airshyframe of that airplane
As researched by Parks College stushydent and author Terry Bowden (EAA 389420 AIC 17353) and detailed in an article in the December 1991 issue of Vintage Airplane there were four more C-2s purchased by Parks to serve as the starting point for their own design The first was dismantled to serve as patterns for jigs and structural tests and the other three were then modified to become Parks P-ls The engineers and mechanics at Parks didnt just copy the C-2 design shythey improved it by moving the radiator from in front of the pilots face on the top of the fuselage to below the cowling just forward of the landing gear A new oil
16 SEPTEMBER 1995
dampened shock absorbing tail skid was also employed The engine was now a Parks Super OX-5 a Curtiss engine modified by Parks Aircraft Inc The exshyact nature of the changes made to the Curtiss engine is not known and any inshyformation our readers can add to that mystery would be appreciated
Early P-l s still used the hay cutter style of straight axle landing gear without brakes but later examples had a split axle type gear and included Bendix brakes The P-l had a wingspan of 301 with a length of 241 and weighed in with a gross weight of 2078 lbs all for a price of $316500 during the summer of 1929
Students in the Parks Air College meshychanics program were used to help build up the airplanes learning the arts of weldshying woodworking and covering in a pracshy
(Left) The instrument panel of the Hamshymond has an Elgin compass as its censhyterpiece and also features an early sershyial numbered Kollsman non-sensitive altimeter (SIN 45) The forward cockpit has SIN 46 Kollsman altimeter installed The brakes are actuated by small toe pedals mounted on the outboard ends of the rudder pedals
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
tical way as the P-1s and its higher powshyered sister ship the P-2 worked their way down the assembly line While it may seem logical that the Parks airplanes would immediately find themselves on the flight line at the college Parks continshyued to use Travel Air biplanes to a great extent even after the production of the Parks airplanes had started It may very well be that the timing of the airplanes production and the Great Depression may have had a big part in how those plans never fell into place Only a few short months after production of the Parks airplanes had started in earnest the stock market crash of 1929 created a twist in the fortunes of Parks Air Lines inc the parent company of Parks Air College and Parks Aircraft
Detroit Aircraft Inc gained a controlshyling interest in Parks Air Lines in the turshybulent times after October 291929 meanshying that for Parks to use a P-1 or P-2 on the flight line it would now have to go to an outside manufacturer to purchase the airplanes that still bore the Parks name
Detroit Aircraft was a holding comshypany that had among its various compashynies the Ryan Aircraft Co During 1930
after reorganizing its holdings the offishycers of Detroit Aircraft decided to merge the Ryan and Parks concerns with the reshysult that the-P-2 was to be produced in Detroit as the Ryan Speedster A total of six Ryan P-2A Speedsters were built before Detroit Aircraft was forced to close its doors in 1931 As an aside Oliver Parks was able to regain control of his flight school and college but he would never again enter the field of aircraft proshyduction
After the demise of Detroit Aircraft Dean Hammond a young aircraft deshysigner from Ann Arbor MI was able to purchase the production rights drawings and tooling for the Parks series of bishyplanes from the now-defunct firm Dean B Hammond was the president and Genshyeral Manager and he had mechanicpilots Galey Alexander and Erwin Skocdopole as part of the Hammond Aircraft Corposhyration Ypsilanti MI By June 25 1932 they had built their first airplane which they dubbed the Parks P-1H A number of changes had made the new P-1 series a shadow of the original P-l The rudder was now squared off and on the other end of the fuselage was mounted a new Kinner
K-5 radial engine instead of the OX-5 A tail wheel was now standard and the landshying gear was markedly different A wide stance (100 inches) split axle gear was now used dampened by a pair of airoil spring struts A new name for the airplane was also in order - it was to be called the Hamshymond 100
Production of the Hammond 100 could never be described as brisk A total of 6 of the biplanes were built between 1932 and 1935 when Hammond closed down the plant
By then he was busy working on a deshysign for the Bureau of Air Commerces $700 Airplane Contest an airplane with a radical new look that piqued the imagishynation of many of the general public who would be interested in flying an airplane Later work by Hammond and his chief enshygineer Carl Haddon with the assistance of Lloyd Stearman resulted in the proshyduction of the Hammond Y Y-125 and Yshy1-S series of pusher configured low wing airplanes by the Stearman-Hammond Co of San Francisco CA
In later years Dean Hammond re shyturned to the Midwest settling in Michishygan One of his neighbors was Wendell
VINTAGE AIRPLANE 17
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
(Above) From EAAs Radtke collection this shot of the Hammond 100 shows the full exhaust collector used on some Kinner K-5 engines as well as a set of Grimes navigation lights and the generous width (100 inches) of the landing gear You can also see what appears to be aileron gap seals on both the upper and lower wings (Below) A long stroke split axle landing gear helps soak up the bumps and jolts of grass fields The wider stance of the P-1H helped improve its ground handling
Carr and the two became acquainted At one point Wendell had the framework for five Hammond fuselages and the plans for the airplanes as well As an enthusiast Wendell did much to preserve the history of the Hammond 100 and after Deans passing his knowledge and interest was all
that kept the memory of the airplane alive During the 70s Wendell collected
many parts and pieces of various Hamshymond 100s keeping many of them in his friend Zachra Howards hangar A few changes in his personal life eventually led Zac to ask Wendell what he was going to do with the Hammond project Knowing he probably was not going to be able to restore it he said that he would be intershyested in selling it but only to someone who would restore the airplane
I will was Zacs reply A few weeks later they agreed on a
price and the Hammond project was Zacs to complete After the purchase in 1983 Zac and his wife Doris took stock in what they had
The fuselage they owned was one of the few lOGs built SIN 204 It consisted of
rusty steel tubing rotten wood good only for patterns and other odd pieces and parts Not everything was there - as the restoration began they kept finding pieces in unusual places At one point the fireshywall was found acting as a patch on the side of a barn While not any good as a firewall it made a good pattern
The engine mount was found with a set of casters mounted to it and a seat atshytached where the engine would be bolted It made a dandy roll-around seat but the Howards felt it would work better in its original application so they were able to bring it home to Ypsilanti
The fuselage was in reasonably good condition although the aft end of the Hammond needed some tubing replaced Oramel Rowe (EAA 17378 AIC 12007) of Stockbridge MI was enlisted by Zac to
18 SEPTEMBER 1995
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
do the rework replacing a couple of tubes at the tailpost
The cowling was in equally rough shape and was only good for patterns but between the originals and the set of prints that came along with the project it was possible to make a new set of cowlshyings exactly like the originals Zac credshyits the late Pard Diver of Meyers Airshycraft fame for the excellent work done on the new cowl and other fuselage sheet metal Zac recalled that Pard seemed anxious to complete the projects sheet metal all the while reminding Zac that the two of them werent getting any younger Only six months after finishing his work on the Hammond Pard Diver passed away
One of the most remarkable finds while Wendell Carr and the Howards were gathshyering parts was the discovery by one of Dean Hammonds nephews of the original paperwork for the Hammond 100
Parks College does not have a set of prints for the Parks series of biplanes nor does the Smithsonian or the FAA Reshymarkably not just one but four sets of original blueprints were found the actual sets used by Dean Hammond and his craftsmen to build the Hammond 100s The blueprints were intended for use by the design engineering production and fishynal inspection departments The prints are dated starting in 1929 and end with Hammond drawing and revisions dated 1932 Also found was the original stress analysis as well as the original bill of sale to George Downs whose son now works for the FAA in Oklahoma City The elder Downs sold the airplane in the early 1940s as war broke out and civilian airplanes were grounded Finally included with the papers is the original CAA Type Certifishycate Add a set of jigs tooling and an apshypropriate engine and you could go into the biplane business
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power) between the 100 and th e Parks P-2 which had ailerons on the lower wing only Even with the four ailerons rolJ response must have been a bit on the sluggish side since contemporary photographs of the Hamshymond 100 have shown the use of aileron gap seals in an effo rt to improve the aileron response
The instrument panels were surprisshyingly complete including a pair of Kollsshyman altimeters marked with SIN 45 and 46 and an Elgin compass Along with the others instruments all were rebuilt by Great Lakes Instruments overhauled
yellow tagged and then installed in the new panels
Care was taken during the restoration to use the proper hardware during the reshybuild Where there were castelJated nuts plastic insert nuts were not substituted shyonly a drilJed AN bolt and cotter pin were used to safety the nuts
There were only two changes made to the airplane that are not original - the use of the Ceconite 7600 process to cover the airplane and a change to the exhaust conshyfiguration on the Kinner K-5 engine Unshyable to find an exhaust collector system for their Kinner (and you thought colJecshytors for Wrights were tough to come by) the Howards had to use single Kinner exshyhaust stacks on each cylinder If anybody can come up with a lead on an exhaust collector Im sure Zac and Doris would like to hear from you A 100 hp Kinner K-5 was built up for the Hammond after Zac investigated using the more common 125 hp Kinner B-5 or B-54 The papershywork required to change the engine instalshylation discouraged him from making the change so the K-5 model was kept alshythough the engine that came with the proshyject was unusable A K-5 that had 10 hours on a major overhaul was bought from a restorer in Texas
The brake system is the original bladshyderexpander type brakes and it also has the original tailwheel including an origishynal Western Union Telegram from Hamshymond certifying the use of a steerable tailshywheel on the airplane
The wings on this Hammond are comshypletely rebuilt An all wood structure new I-beam spars had to be routed and 84 wing ribs needed to be made Zac sat down each evening and turned out a new rib each night and after three months a full set of ribs were ready to be assembled to the spars The Hammond 100 has ailerons on each wing one of the differshyences (besides engine power and other airframe changes) between the 100 and the Parks P-2 which had ailerons on the
lower wing only Even with the four ailerons roll response must have been a bit on the sluggish side since contemposhyrary photographs of the Hammond 100 have shown the use of aileron gap seals in an effort to improve the aileron response
Advancing age and the health probshylems that can sometime crop up during that time in ones life began to affect Zac as he worked to complete the Hammond but it never occurred to him to stop - the project had become a strong reason to get up each morning and take whatever the day had to offer Eight years after buying the project in 1983 the Howard was comshypleted and test flown in 1991
Except for the hot summer months Zac and Doris now reside in Florida where the weather is kinder to Zacs lungs No longer able to hold a medical certifishycate he nonetheless enjoys flying the Hammond with his friend Joe Araldi (EAA 70897 AlC 9081) who serves as pishylot-in-command Doris is also an avid rider in the Hammond enjoying the fruits of her labors on the old biplane as it flies over central Florida with Joe at the conshytrols Still Zac and Doris have decided that it is time for someone else to own and fly the P-1 H so it is up for sale You can call them in Ypsilanti MI until the end of September at 313487-2180 Their florida phone number is 9411683-1757 and they expect to be there by mid-October
As the last of its breed the Hammond 100 (Parks P-1H) restoration has proven to be a rejuvenator and common bond for Zac and Doris Howard that has helped them bridge the bumpier parts of life Vintage aviation can have that coheshysive effect on folks who share their lives with one another - its often the reason to keep going when life drops a rock or two in the road The pride the Howards can feel when they look at the restored Hamshymond 100 IS only part of the story Its the time they spent together working on the project that has the most meaning in their lives
VINTAGE AIRPlANE 19
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Pam Barkers This story on the restoration of Waco RNF N663Y was contributed by Pam Barker (EAA 483575) of Germantown NY who happens to be an airline pilot by trade and a co-director of the Old Rhinebeck Aerodrome (Cole Palens legacy) along with her director husband John Barker We had a chance to meet thisWacoRNF lauely young couple in the spring of 1994 when they visited EAA headquarters
by Pamela Barker Germantown New York
This Waco RNF NC663Y SIN 3356 is powered with a Warner 145 hp engine It was built in 1930 The paint scheme is an original custom scheme copied from Wayne Hayes flying RNF NC11254 SIN 3457 His airplane was ordered from the factory in these colors by its original owner Speed Hanzlik NC663Y was origshyinaUy blue and silver and powered with a 125 hp Warner It was used in Texas for instrument flight training in the CPT proshygram in the early 1940s NC633Y has only 625 hours total time as it sat idle for many years after a landing accident that damaged the landing gear and engine mount It was purchased by Wayne Hayes in the 1980s who planned on restoring it for resale Wayne agreed to sell me the basket case in 1989
Five years later I test flew the airplane on August 241994 I did the restoration myself with a considerable amount of help from friends and my husband John Barker He did the necessary welding for the landing gear repairs and the 145 Warner engine mount In addition he provided the expertise for the engine overhaul and a great deal of misceUaneous help along the way Ken Cassons did the welding on the new aluminum oil tank and helped out with a supply of Warner parts Karl Erickson spent a lot of time wet sanding and helped with the woodshywork on the new wings Roger Story proshyvided many of the Waco parts that I thought I had - but didn t Thomas Beck relinquished the N number from his Agshycat as the Waco had been de-registered
20 SEPTEMBER 1995
to update us on the operation of Old Rhinebeck Aerodrome (See SPORT AVIAshyTION May 1994 pp 70) The real joy was meeting Pam and John Barker and discauering two very delightful antique airplane aficionados who practice what they preach - Norm Petersen
for many years Kevin Murray built the exhaust and carburetor heat system from scratch using original drawings and some sketches Hannon Dickerson and George Olson supplied the overhaul parts for the engine The aluminum nosebowl was made by Georgia Metal Shaping with some help from Bob and Barbara Kitchens The side cowls are fiberglass and were constructed by Orville Williamson Tim Salisbury dynamically balanced the engine Harrison Engine reshyworked the valve seats and guides AI Va sac did some pretty fancy soldering on one of the terneplate fuel tanks and many other friends provided a helping hand gave advice and loaned me tools materishyals and parts when I needed them
The fuselage of the airplane was virtushyally undamaged It still had the original throttle-brake mechanism along with aU of the cables pulleys and fittings for meshychanical brakes Many people told me that I would be very frustrated with this arrangement and would probably end up tearing it aU out to put in hydraulic brakes that worked Just in case you are unfamilshyiar with this brake system the throttle lever moves fore and aft as is conventional for the throttle The lever also pivots inshywards towards the cente r of the aircraft for brake activation Everything is intershyconnected with the rudd e r pe dals by means of cables and pulleys so that if one rudder pedal is ahead of the other more braking action is applied to that wheel If the rudder pedals are neutral equal brakshying is applied to both whee ls It sounds
complicated and I spent a lot of time thinking about it as I was restoring the airshyplane All of the potential problems that I anticipated simply were not a factor The brakes work better than any other antique airplane brakes that I have experienced And the throttle arm brakes are very natshyural to use The instrument panel insert had been modified to accommodate an atshytitude indicator and sensitive altimeter Other than that the panel was still comshyplete and original I used aU of the origishynal aluminum cockpit combings side panshyels and head rest so there are a few residual dents
The Waco weighs 1316Ibs empty with a gross weight of 19381bs With 32 gallons of fuel five gaUons of oil and a passenger on board there is still plenty of room for baggage Of course if planning a crossshycountry of any length a good deal of that space is taken up by tools a grease gun for the rocker arms extra engine oil and an oil squirt can for the valves
The airplane is kept at Columbia County Airport in Hudson New York It currently has 15 hours on it since rebuild There are a few little things to finish up as there probably will always be Right now Im trying to locate a short starter drive for the Warner engine It likes to kick back when propping and I am a little on the short side so a starter would help in venturing a little further from home base
On June 21 of this year my father who is also a pilot and airplane restore r and I took off for the Waco Fly-In at Wynkoop Airport in Mt Vernon Ohio It was the
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
first time I had ventured away from the open fields of the Hudson Valley We flew nortb on the first leg of our trip hopshying to avoid most of the Catskill mounshytains There were still some lingering clouds in the hills at six o clock in the morning that caused us to modify our straight line course But even with my very rusty dead reckoning skill s we still managed to find Cooperstown New York I didnt however have time to use the handheld radio or the intercom with headshysets When I packed all of that stuff it didnt occur to me that while one hand would always be on the stick the other wo uld be required to keep the sectiona l chart from flying away
Cooperstown Westvi ll e Airport is a tai ldragger paradise T hey have a 2300 foot long beautiful grass strip that is plenty wide with excellent app roaches After topping off with 80 octane fuel we taxied out for takeoff and noticed some black puffs of smoke coming from the short exshyha ust stacks Well I had just installed a fres hly overhauled carbure tor and susshypected tha t the id le mix ture may no t be set just right We too k off and headed
MYSTERY PLANE
(Continued from page 6)
The aircraft was named Rambler by the wife of Torontos mayor at Cartierville on the 29th of September
In December 1928 control of the Reid Aircraft Company was purchased by the Curtiss Aeroplane amp Motor Company and it was renamed the Curtiss-Reid Aircraft Company A production list in the main source used Molson amp Taylors Canadian Aircraft since 1909 gives 45 production aircraft in addition to the prototype A headrest and fairing were added for producshytion machines and excepting on early proshyduction aircraft Friese ailerons and a fin and unbalanced rudder were fitted Stan-
west towards Penn Yan NY The engine wasn t sounding just right in fact I think I heard it skip a few times Back we went to Cooperstown to take a look
The engine was really running rough by the time we made it back into the patshytern With a conservative approach and a barnstorming slip punctuated with a backshyfiring engine we touched down safely on the grass The spark plugs were covered with black soot so we cleaned them with my toothbrush and some gas After checkshying the carburetor for leaks and adjusting the idle mixture we agreed that the enshygine sou nded like it would stay running but decided the o ld Waco may not be ready for the long trek to Ohio We took off and climbed up to altitude over the airshyport then turned east and headed for home As soon as I brought the engine back to cruise RPM it started backfiri ng and fa ltering Well we were beginning to become regulars at the Cooperstown Airshyport by now
The fie ld is run by John and Marie Peshyte rs and there is a nice little cafe run by Mar ies pa re nts th at feat ures a grea t breakfast and lunch We could not have
chosen a better place to troubleshoot and repair the airplane They provided us with a ride to town a list of places to stay all the tools and lights that we needed for our work a hangar and a good deal of old fashioned hospitality My husband John drove out with the extra carburetor that we had set out for emergency needs In the next 24 hours we met several people who worked at the airport or lived nearby Everyone was really helpful The advenshyture we got was not the one we had planned We did find out that aviation people are still like they were in the old days ready to help their fellow pilots and mechanics and forever ready to drop the routine of work and join in the adventure Most of the ti me these days o ur equip shyment is so re liable that we breeze in and ge t fue l and are on o ur way before we have the opportunity to meet anyone
In case yo u re wo nderi ng what we fo und it was a loose sea t on the econoshymi ze r va lve in the carburetor Afte r the second re turn to the airport the entire airshyplane was engul fed in black soot when it ran Someone said it loo ked like it was running on coal instead of 80 octane fuel
Peter Bowers of Seattle WA kindly sent along these two photos of the Rambler (Above) An early Curtiss-Reid Rambler with ADC Cirrus II engine turning a rightshyhand propeller Note the absence of vertical fin and the retention of the original trianshygular-chord ailerons In January 1929 Canadian registrations changed from G-CA to a new series starting with CF-AAA (Below) A later production Rambler with vertical fin straight-chord ailerons leading edge slats and a 100 hp De Havilland Gypsy engine turning a left-hand propeller Note the vane-type airspeed indicator on the outer wing strut
dard powerplant was the 90 hp Gipsy [ The last development the Rambler III had considerable redesign and an inverted 120 hp Gipsy III [hope that all makes sensei
GA Doten Guelph Ontario Canada pointed out in his answer that the last Rambler built was built in 1937 and regshyistered as CF-BIB It was actually a reshybuild of CF-ABR with a new fuselage
Other answers were received from Charley Hayes New Lenox IL Robert Wynne Mercer Island W A Vic Smith Uxbridge Middlesex England Ralph Nortell Spokane W A
VINTAGE AIRPLANE 21
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
WHAT OUR MEMBERS ARE RESTORING ------------------------------- by Norm Petersen
Dick Simpsons Fleet 16B
These photos of a rece ntly restored Fleet 16B NC41DJ SIN 635 were sent in by owner Dick Simpson (EAA 92944 AC 1568) of Birmingham AL Finished in Ceconite and butyrate dope (AN yellow a nd Dakota black) the Fleet is powered with a Kinner R-55 of 160 hp swinging a wooden propeller The paint scheme is the same as the airplane displayed from 1941 to 1943 at the Royal Canadian Air Force training station 17 at Stanley Nova Scotia Once mustered out of service the Fleet
spent a number of years in Mexico as XB-KOO XA-JVW and XB-MUF beshyfore coming to the U S in 1978 in a derelict condition The rebuild took three years (1992 to 1995) with needed parts coming from Canada Mexico and six states in the U S Dick reshyports the Kinner engine was overshyhauled by Hugo Bartel (EAA 92801 AC 2067) of Williamsburg P A who also made the fuselage top cowlings The pretty Fleet is based at Talladega AL just east of Birmingham
Jim KnightsTaylorcraft Be-UD
Pictured in front of his 1946 Taylorcraft N95185 SIN 9585 is Jim Knights (EAA 377639 A C 18719) of Evans City P A He purchased the pretty two-placer in April 1994 from Jim Brandt (EAA 145320) of Birmingham AL Brandt an ATP CFII A amp PIAl even gave Jim ten hours of transition training (60 takeoffs and landings) beshyfore all parties felt he was ready to fly the bird back to Pennsylvania The cross-country trip took two days and the local EAA Chapter 45 gang (Rostraver Airport) was just as excited as Jim to see the plane arrive It was last covered with Stits in 1972 and is in remarkable shape having been hangared all that time Features include 24 gallons of gas (three tanks) with an EAA auto fuel STC and a McCauley Klip-Tip propeller Jim says Having spent most of its 49 years in Alabama and Georgia the T-Craft has acclimated well to the northern climes
22 SEPTEMBER 1995
Milton Smiths Great Lakes Biplane
The photo of this pretty white Great Lakes 2shyTIE N108CH SIN 235 was sent in by owner Milshyton Smith (EAA 87167 A C 4467) of River Vale NJ The Great Lakes was built in 1930 as NCI1318 and in the 1960s it was changed to N108CH by Charlie Hillard who owned it for a spell The Smiths purch ased the airplane as a basket case about five years ago and spent 4-112 years restorshying the pretty biplane to its present condition The first flight after restoration was in May of 1995 The fully cow led engine is a 165 hp Warner and the wheelpants look to be of Cessna origin
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
John Reibs Stinson 108-2
This in-flight photo of a Stinson 108-2 NC9818K SIN 108-2818 which is the pride and joy of John Reib (EAA 446304 A C 22994) of Stuart FL was sent in by his good friend Richard Smith (EAA 127143 AlC 23759) of Franklin PA The sharp looking Stinson was totally restored from a basket case by noted Stinson reshystorer Butch Walsh (EAA 95866 AC 11988) of Arrington VA who gave the old bird one of his famous original paint jobs that really glistens in the sunlight Apparently someone else appreciated the fine work done on the Stinson as it ran off with the Classic Class II Award at EAA Oshkosh 95 For an oldtimer like John Reib it was quite a thrill to come home with the hardware John Reib learned to fly in this very same airplane way back in 1956 when it was purchased by Conair Inc The Stinson was eventually totaled
in 1986 and the parts were found in Butch Walshs back yard From there the reshybuild was begun Prior to Oshkosh 95 the Stinson was flown around the perimeshyter of the US in 96 hours of flying time ending up at Oshkosh WI The entire flight went very well and the old girl avershy
aged 9 gph for the trip The Franklin enshygine never missed a beat in spite of some rather sharp comments heard on several stops during the flight There are presently 530 Stinson 108-2 airplanes on the FAA register and a total of 2319 Stinshyson 108 airplanes of all numbers
Richard Smiths Monocoupe 90A
Parked in the morning sunshine is Monocoupe 90A NC18056 SIN A765 which is owned by Richard and Georgeen Smith (EAA 127143 AC 23759) of Franklin PA Powered with a Warner Sushyper Scarab 145 hp engine the Monocoupe cuts a mean figure with the full bump cowling and original metal wheel pants over the original lO-inch wheels Richard reports the Monocoupe was taken down to bare metal and built up with 34 coats of hand rubbed butyrate dope over Ceconite The colors are Tenshynessee Red and Canary Yellow With an original factory completion date of June 17 1937 the pretty Monocoupe features an electric starter and a wind generator and has a total time on the airframe of only 1500 hours
Bill Fulghams 39 Taylorcraft
This photo of a pretty pre-war T-Craft NC23872 SIN 1508 was contributed by owners Bill and Deshylores Fulgham (EAA 237499 AC 18437) of Van Buren AR Bill reports the T-Craft which started out as a Model B with a 50 hp Franklin engine was ferried from the factory in Alliance OH to Waco TX on November 161939 for use in Jack Newshylands Civil Pilot Training Program After two years in the CPTP the T-Craft had 15 owners over the years before Bill bought the airplane in 1981 and commenced a total rebuild It was quite a surshyprise to find the airframe was in perfect shape and had never been bent in those preceding 42 years In 1957 the Franklin engine had been replaced with a Continental A65-8 making the airplane a BC-65 Bill has flown the T-Craft over 500 hours since the rebuild and has visited a large number of the censhytral US states in the pretty yellow and red twoshyplacer With a 74 X 46 cruise prop the little speedshyster indicates 105 although the GPS says an actual 95 cruise Bill really enjoys the get up and go of the lightweight pre-war model and admits it is a dandy cross-country airplane for two people
Working on a project ofyour own Send your photos along with a short story on your airplane to
Attn HG Frautschy EAA Headquarters
PO Box 3086 Oshkosh VV154903-3086
VINTAGE AIRPLANE 23
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
nat ed but I just could not be comfortable putting that airplane back in the air withshyout knowing the condition of the structure
PASSd ~BUCK
Off came the fabric and it was in great shape But the rust on the fuselage frame and the bird nests dead birds and rusted steel fittings in the wings made me forget all about my concern about taking off a good fabric cover In the right wing every bay outboard of the fuel tank was full of
nests dry weeds and grass And thats my point depending on what you know about a strange airplane removing a
good fabric may be the best thing to do by Buck Hilbert I have another disassembled parts airshyEAA 21 Ale 5 plane whose logbook says the wings were PO Box 424 recovered with Ceconite about 20 years
ago and never flown I think Ill do theUnion IL 60180
The events of Dec 7 1941 still continue to generate letters - heres another concerning Cornelia Fort
Capt E E Hilbert
The Cornelia Fort subject continues to interest me very much While I agree with some of the reports I must disagree with some that I know to be untrue
March 29 1940 to April 27 1940 I gave Cornelia Fort eight hours dual and 15 minutes solo three takeoffs and landshyings in a Continental 50 hp Luscombe NC22051 At mid-summer a newspaper report and pictures showed me presentshying Cornelia Fort a miller flyin g service diploma for obtaining a Private License in the shortest time ever for an any Berry Field student January 4 1941 I fl ew with Cornelia Fort finishing her aerial acrobatic training in a Waco UPF-7 and celebrating her obtaining her Commershycial rating During Cornelias time at Miller Flying Service she paid for her flyshying time with personal checks I was gone before March 1941 when Cornelia received her Flight Instructor rating beshycoming Nashvilles first woman flight inshystructor
After instructing in middle Tennessee Cornelia went to Hawaii and went to work as a flight instructor for Andrew Flying Service in October 1941 She was in the air the morning of December 7 1941 when Pearl Harbor was attacked
On my scheduled leave (April 21 - May 31941) from the Albany GA Southeast Air Corps Training Center I talked with Cornelia at Berry Field Nashville and she told me that she was flying a J-3 Cub with a male student when she realized what was happening She stated that she half slow roll ed inverted back with throttle and stick and dived straight down very careshyfully leveling out at tree top level returnshying to the airport
Cornelia was the second person to volshyunteer for the Woman s Auxiliary Ferryshy
24 SEPTEMBER 1995
ing Squadron late in October 1942 She died March 21 1943 at the controls of a BT-13 that was struck by a fighter near Merk el TX at the age of 24 Her logs showed more than 1100 hours
The credits of the motion picture Tora Tora Tora has a line that reads (An acshytresses name) Cornelia Also the aushydio during a shot of a Stearman is OK Miss Fort
Buck will you please let me know what you are able to substan tiate Thank you very much
Sincerely J A Blackie Blackburne 3477 Parkview Dr College Park GA 30337
As I said the civilian aviation activity that morning has really created a lot of inshyterest We can all imagine what it might have been like to suddenly find oneself surrounded by rising sun emblems on the sides of unfamiliar airplanes Ill bet the collective heart rates of all those involved probably registered on the Richter Scale Im sure the curiosity of what it must have been like that morning is part of the rea shyson so many seem to be curious about who was flying what airplanes and where on Dec 7
Dear Buck
Your page in the June VINTAGE AIRshyPLANE had an interesting discussion and some good information I thought I would stick in my two cents worth and share my experience with you A few years ago I acshyquired a disassembled Stinson 108-1 that had been in that condition about eight years or so It had been stored both outshydoors (next to the bay in Rhode Island) and indoors Although I couldnt confirm it I was told it had been recovered about a year or so before it was disassembled It was Ceconite in pretty good condition and I felt the finish could have been rejuveshy
same thing if I have to use them
Best regards John G (Jack) Young EAA 18004 AIC 4516 2400 Arnsley Drive Herndon VA 22071-2537
Good thinking John - being prudent is one of the ways you can increase both you and your airplanes longevity Over to you
Small talk makes the world go round Radio communications
notwithstanding
At the last Board meetings Dave Benshynett showed me the pictures he had taken when I was inducted into the Sport Aviashytion Hall of Fame Antique amp Classic Divishysion I eagerly accepted his offer to send me a set
They arrived yesterday and in with the pictures was a story about a pilot being a smart mouth talking to Air Traffic Conshytrol It was good for a laugh but it seems it s happening too often these days A word to the wise here I understand there is another move from our friendlies to inishytiate violations for improper use of the rashydio- improper phraseology off-color re shymarks etc They are bound and determined it seems to take the fun out of everything
When I was a hot shot airline captain there was always a lot of chatter and good time conversations with the controllers The enroute guys in the middle of the night were often a little bored and just longing to talk to stay awake or just to have something to do Sometimes the conshyversations went like this
Hey United 814 Kansas City Center Whats your flight conditions
Now this is a cargo run it s two AM and although this sounds formal hes indishycating he just wants to talk
The copilot somewhat of a joker picks up the mike Uh well lets see We are somewhat restricted to about seven layers of severe clear can t see much moren 80 or 100 miles tonight
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
United 814 tbis is Kansas City I just wo ndered if yo u could see tbe ground Over
Well yeab as a matter of fact we can see all tbree street ligbts in Leota Kansas
Hey tbats really sometbing United Contact Cbicago Center on 1327 Good night
Chicago Center tbis is United 814 level three seven zero Over
Roger United 814 Indent Kansas City says your f1igbt conditions are VFR that right
Yep Wbatcba got there in the Fox Valley Center Over
Well you know they got us cooped up bere in tbis building witbout any windows but when I came to work at 11 it was rainshying Wait a minute Eddie just came back from bis smoke break Hey Eddie wbats it like outside You can bear someone in tbe background and then our Cbicago controller comes back in loud and clear He says its clearing up and be can see the stars I guess the fronts gone through United You are cleared direct O Hare Tell me wbat your beading will be
Roger Cbicago Center proceeding dishyrect Our new heading zero six two Tell approacb tbis our night so we want a straight in tonight
Gotcba814 Keep your speed up and we ll te ll them By the way what s tbe name of that town in Iowa
And that s the way it was But there were other times too when business was the only way Like tbe one Im about to recount This incident took place back in the 1960s when tbe evening (five oclock) departures bank was all lined up for takeshyoff at OHare There were about ten airshyliners all waiting for TO clearance on runway 14 rigbt sitting on the parallel taxiway Suddenly we hear a plaintive call from a FLIB (tower talk for a Foolish Litshytle Itinerant Bugger) wbo is somewhat confused and a little lost All activity comes to a bait while OHare controllers belp tbis guy find himself and then direct bim to OHare for landing
Ub can anybody bear me Tbis is Piper 4144 Zebra I need belp
4144Z tbis is O Hare Tower do you read
Tbis is 4144Z I read you 44Z what is your position Over Ub Tower wbat did you say your
name was Everybody bold your position wbile
we get tbis guy taken care of Ok Everyshybody stay off tbe frequency 44Z tbis is Cbicago OHare Over
Ob gosb youre a BIG airport rigbt Roger 44Z How can we belp
Over Well uh I seem to be a little lost and
not quite sure wbere I am 44Z tbis is OHare Describe your
surroundings Over Ub what do you mean Over
Wbat does it look like where you are Wbat are you flying over What are your landmarks
Oh I get it Yeab lets see Im fly ing north uh east Ub I see a railroad abead of me and a bunch o f high lin es ac ross from that some apartment buildings and a purple-no blue- water tower with some writing on it I think it says Palomine or something
Ok 44Z Wbat is your altitude and say again your direction of f1igbt
44Z is heading towards tb at wa te r tower now and I m headed eas t at 2300 fee t Over
Ok 44Z I tbink we have you on the radar Turn to 180 for identification
Roger Tower 180 Should I turn rigbt or left
Turn right and head SOUTH 44Z Ok- OKAY Don t get nasty about
it Several minutes pass 44Z radar contact Turn beading 270
Thats West 44Z turning to west heading Several more minutes go by 44Z do you see the expressway just
under you youre just crossing it Yeab I see it Wbere am I 44Z you are crossing Highway 53 14
miles nortbwest of O Hare Turn now to a heading of 180 you should see Arlington Park racetrack just ahead after you make tbe turn Confirm
More time goes by Hey yeab got it OOH KAY 44Z pick up tbe expressshy
way going southeast tbere follow that unshytil you see the runway You are cleared to land Runway 14 Left at OHare Report the runway in sight
A couple more minutes and then Roger OHare I bave the runway in
sigbt GOOD 44Z You are cleared to land
Everybody else just bold until we get this guy on tbe ground
44Z OHare Tower Where are you We dont bave you in sight
Im on final for 14L OHare but there are a wbole bunch of big airplanes on tbe runway
44Z you are lined up witb tbe parallel taxiway for 14 Rigbt you are cleared to land on 14 LEFT
Ub I dont know wbat all the airplanes are doing on the runway but Im going around Can you get them airplanes off the runway
44Z this is OHare The runway you want is off to your left Turn to a 090 beadshying then do a 270 to your left and line up witb 14 LEFT
Its real quiet and we all watch tbis guy do a tigbt left 360 and line up witb our taxiway again
Uh Tower tbis is 44Z I m doing wbat you said but those airplanes are still on tbe runway and Im going around
again 44Z yo u haven t go t the big picture
Tbis is a big busy airport and we have parshyallel runways Tbere are TWO 14s a Right and a Left you are lining up with the taxishyway for 14 Right You should be a mile to th e le ft to lin e up with th e LEFT one Have you got that OVER
Confused silence I AM lined up with the left one why
are all them airplanes still setting tbere 44Z do you see tbe RIGHT runway
There is a 707 sitting in position waiting to take off
Yeab Tower I see him sitting tbere Ok 44Z land on that runway fly over
tbe top of the airliner land long and taxi up towards tbe terminal and we ll direct you to parking
WHAT Land over the top of bim Are you crazy or sometbin Ub ub It s too busy here Im going somewbere else wbere I can land 44Z is leaving
The re was stunned sil ence from tbe tower Then a new voice came on TWA 633 cleared for takeoff Runway 14 Right turn to a beading of 250 United 527 cleared into position and hold The rest of you close it up and well clear up this mess UAL 527 cleared for takeoff Whos next Is tbat American 21 Ok guys lets get it moving again Tighten it up lets MOVE it
Dont let tbem grind you down Tbere are still real people bebind those microshypbones people just like you and me Treat tbem like people and everybody will be happy
An anonymous note has poured in fro m upstate NC Heres as it was written verbashytim
Dear Buck
I just read your editorial in the August Vintage Airplane I drain two sumps on my Taylorcraft tbe wing tanks in addition to my gascolator when I preflight Not to do so would be to invite disaster because tbese tanks both drain into the header tank as tbe plane is flown by valves as needed to replenish the beader tank
In addition althougb your wise advise is well taken the word contaminate is always a verb never a noun as you use it Tbe noun form is contaminant
Look it up in the dictionary and work to preserve tbe Englisb language as well as vintage airplanes
Yours truly A subscriber
I stand corrected Over to you A Subscriber
(I
VINTAGE AIRPLANE 25
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
(Left) All dressed up in its white orange and dark blue paint scheme the Command-Aire looks just as it did when it rolled out of the factory in Little Rock AR This photo was taken prior to the painting of the uN numbers on the airplane
(Below) The power section of the airplane is this neatly cowled OXshy5 engine with its large wooden propeller You can see the water temperature gauge on the top of the radiator The landing gear is supported by bungee cords in tension
Bob Von Willers
Command-Aire 3-C-3 by Norm Petersen photos courtesy Bob Von Willer
Few people have the patience and determination to toshytally restore an old 1928 biplane however Bob Von Willer (EAA 457002 AC 22253) has recently finished his second biplane restoration a beautiful 1928 OX-5 powshyered Command-Aire 3-C-3 NC6686A SIN 511
Bobs previous efforts have been noted in the June 1995 issue of VINTAGE AIRPLANE magazine in the story concerning his mint 1930 Fleet Model 7 biplane which had been on the California circuit of antique airshyplane fly-ins for a number of years
Designed by Albert Voellmecke the Command-Aire was one of the airplanes that did a respectable job of f1yshy
(Above) The delicate framework is readily seen in this photo All controls are by push-pull rods inshycluding the Frieze ailerons on the lower wings
(Right) The bare airframe is assembled prior to covering Note the nice fitting metal parts on the fuselage and the immaculate woodwork in the wings The streamlined tube from the center secshytion to the landing gear replaces the normal crossshywires between the center section
26 SEPTEMBER 1995
ing well when powered with the 90 hp OX-5 engine of WW I fame The large wing area of 303 square feet had to lift a gross weight of 2200 lbs with a useful load of 790 Ibs and with the big water-cooled V-8 pulling the large wooden propeller the Command-Aire would lift a pilot and two passengers in great style Normal cruise was about 85 mph and the 40 gallon fuel tank made for a range of about 440 miles The pictures highlight the exceptional restoration work of Bob Von Willer
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
TYPE CLUB NOTES (Continued from page 9)
Tracking parts When Restoring by Mike Smith
In the process of rebuilding an airshycraft Im sure that many members look at the airframe and wonder how to idenshytify all the small parts that make up the aircraft once they are removed for cleanshying bead blasting and painting Ive known some people who keep separate individual bags or boxes of section of the aircraft (brake parts aileron parts wing parts etc) so that they can identify each
part when assembly is again at hand This is a good idea since reassembly may be months or years in the making However even identification of parts from a box marked wing parts can be puzzling after a few months without some sort of easy identification
The method I use is this After cleanshying and repainting severa l parts that have locations and names fresh in my mind I mark each part after the paintprimer has dried with a permanent fine point pen I used a Berol brand that I bought at K-Mart or $227 for a packshyage of 4
(Editors Note The Sanford extra-fine point Sharpie also works well in this applishycation)
The fine tip allows me to identify even the smallest of parts I look the part up in the appropriate aircraft parts manual and mark it with the drawing number item number part number and nomenclature For example 25-27-1-2613 brake pedal identifies the part with drawing 25 index 27 part number 1-2613 and nomenclashyture brake pedal This system tells me to go directly to the brake system and look at the aircraft and if there is any approprishyate hardware associated with it Even if parts get mixed up I still have a means of positively identifying the part This may all seem like overkill but it works for me My IA approved of it and also said that this type of pen is not corrosive (like a pencil lead)
Stephen F Abrew Knoxville TN John G Addams Mayfield Village OH William R Aikens Bloomfield Hills MI William L Arave Tollhouse CA Melissa G Ashby Sumner W A Donald W Baggett Okeechobee FL Sergio Basso Venezia Italy Michael Becker Alameda CA Douglas Biagini Granville IL Eugene A Bibber Gorham ME Wayne P Biehle Loveland OH Peter L Bilan Albuquerque NM John Blaszczyk Madsen Ontario Canada Dennis Boggs Cincinnati OH William A Borgstrom Chicago IL Larry B Botsford Newport News V A Oliver A Bradley Vista CA John W Brown Anchorage AK John H Burson III Carrollton GA Jacob J Bussolini Dix Hills NY Paul Byrne Pleasanton CA Pierre Cardinal Lachine Quebec Canada Brandon M Chase Ojai CA Ken W Cheek Yadkinville NC Lyman R Chisholm Flagler Beach FL Charles J Christensen Cumberland WI Kent Clark Ferguson MO Peter J Conroy ElmhurstIL James W Crichton Jr Victoria TX John A Davis Crete IL Michael J Denest Folcroft PA Charles T Dhooge Grand Prairie TX Rick Dodge Alameta CA Richard A Doll EI Cajon CA Gregory Donovan Brunei Oliver W Dredger Jr SI Marys KS Larry Erd Toledo OH Joseph Fields Oakland CA H Colin Fisk Durango CO Ron French San Jose CA Norbert Fronczak Warren MI James T Garlick Comber Ontario Canada Herman Gamier Oakland CA Gordon L Graham Kissimmee FL Joseph H Hamilton Miami FL Jewell Hardee Jr Collinsville OK Raymond T Harrison Alta Loma CA Kim Heme Yokine WA Australia Michael P Hickey Battle Ground W A Rod R Hill Flagstaff AZ George R Holm Conifer CO Donald B Holton Ormond Beach FL Todd L Houdek Elmendorf AFB AK Cheryl J Hussan NorwalkOH Robert R Janke TwainHart CA
New Members Vanessa 1 J ago
Thunder Bay Ontario Canada Robert Wayne Johnson Kirkland W A Ronald E Knudsen New Bern NC Gary Koppie Emestburg fA Thomas Kutschera Youngsville NY Louis Q LaSalle Frenchtown NJ Keith A Larson Locust Grove V A Eric D Libbey Santa Ynez CA Charles Lilley Athol MA Jeffrey B Lindsey West Linn OR Clarence R Linsley La Crescenta CA John O Loney Montrose CA Ronald E Lund Anchorage AK Brad C MacArthur Larsen WI Michael A Mancuso leRoy NY Ronald B Massey Flower Mound TX Thomas G Matowitc Jr MentorOH A C McKinley Winston Salem NC Timothy 1 Murphy Wilamette IL H Doak Neal Medina TX Curtis N Nippe Monticello IL Susan A Payette
North York Ontario Canada Robert Penoyer Fabius NY Dudley A Philips Conroe TX Stephen T Pollina Adams WI Michael P Pope Chippewa Falls WI Rick Purrington Fairfield NJ Steven L Rahlf Muscatine IA
Edmund E Rautenbe rg Herbert L Ritzman George H Savord Jerry Schallock Doug 1 Schumacher John D Seaver Lloyd S Sorensen Frank Spinner Donald C Stackhouse John A Steiger Martin Stenger John C Stevens Jr Bennie E Swanson Ed Thiel Dennis K Thomas Susan D Truman Shinichiro Tsuji Ana M Vegega Richard P Von Buedingen Peter Wahlig James F Wakenell Jeffrey K Walker Phillip E Walpole Charles Watkins Jonathon Whaley James R Williams Glen M Witter Rich L Worstell Dauo Yeagley JII Gary Zamis
Speedway IN Pewaukee WI Temecula CA
Rhinelander WI West Bend WI San Pedro CA
Solvang CA Brooklyn NY VandaliaOH Houston TX
Gernsheim Germany Park City UT Hayward CA Park City UT
Colorado Springs CO Reston VA
Tokyo Japan San Mateo CA
Aiken SC Lorsch Germany Summerville SC
Ogunquit ME Marengo TL
Jacksonville FL Chesham Bucks England
Decatur GA Wausau WI
Gordonville TX Wilmington OH
Pompano Beach FL
VINTAGE AIRPLANE 27
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
-------shyFly-In Calendar The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval sponshysOhip involvement control or direction of any event (jIy-in seminars fly market etc) listed Please selld the information to EAA Au Golda Cox PO Box 3086 Oshkosh WI 54903-3086 Illformatioll should be receivedfour months prior to the event date
SEPT 22-23 - BARTLESVILLE OK - 38th Annual Tulsa Regional Fly-In co-sponsored by EAA AC Chapter 10 EAA lAC Chapter 10 AAA Chapshyter 2 For info call Charlie Harris 918622-8400 SEPT 22-23 - LOm CA - The Great West Coast Waco and Travel Air FlyshyIn hosted by Precissi Flying Service Flying events memorabilia auction and great food Contacts Frank R ezich 805467-3669 or Jon Aldrich 209962-612l SEPT 22-23 - MOCKSVILLE NC -Tara Airbase 10th annual Anything That Flies Fly-In Early arrival on the 22nd Big Day on 23rd USO style big band party Sat night awards milishytary vendors 2100x80 sod strip - prishyvate field - operation and attendance is at your own risk Call Novaro or Jan Nichols 7041284-2161 Or 910650shy802l SEPT 23 - NORTHPORT MI -Woolsey IntI airport (5D5) 30 miles north TVC VOR Fly-In breakfast Pancakes sausage ham cherry Jam and more Antique planes and autos Biplane rides sponsored by the Northport Pilot s Assoc Contact Keith Strong 616386-7557 Rain date 924 SEPT 23 - SAN JOSE CA - Reid Hillview Airport Day 95 call 415941shy6418 for more info SEPT 23 - CLINTON MI - Ercoupe Owners Club Fly-In 517456-4806 SEPT 23-24 - LEXINGTON TN shyTennessee Taildraggers Assoc 11th Annual Fly-In 901968-3666 SEPT 23-24 - ZAINESVILLE OH shyJohns Landing Airfield 4th Annual AntiqueClassic Fall Fly-In sponsored by EAA AntiqueClassic Chapter 22 of Ohio Food fun and friends Call Virginia for more information shy614453-6889 SEPT 23-24 - LUMBERTON NJ shySouth Jersey Regional airport Air
Victory Museum Air Fair 10 am -5 pm air shows at 12 and 3 pm Call 609486-7575 to volunteer or 609267shy4488 for info and directions SEPT 23-24 - ALEXANDRIA LA shyGulf Coast Regional Fly-In 504467shy1505 SEPT 2S-0CT 1 - CAHOKIA IL shyParks College reunion for WW II Army Air Force cadets trained by Parks at Sikeston Cape Girardeau Tuscaloosa or Jackson MS Call Paul McLaughlin 618337-7575 ext 364 or 292 SEPT 30 - HARRISONBURG V A -Shenandoah Valley Airport Fly-In pig roast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 1 - lOLA WI - Annual Fall Color Chili Dinner 414596-3530 OCT 1 - HARRISONBURG VA -Shenandoah Valley Airport Fly-In breakfast sponsored EAA chapter 511 contact Sheldon Early 540433shy2585 OCT 6-S - PAULS VALLEY OK shyAntique Airplane Fly-In Contact Dick Fournier 405258-1129 or Bob Kruse 405691-6940 OCT 6-S - EVERGREEN AL shySoutheast Regional Fly-In 205765shy9109 OCT 6-8 - WILMINGTON DE - New Castle Airport EAA East Coast FlyshyIn 25th anniversary A Gathering of Eagles WW II victory airshow and Fly-In Special statue dedication in honor of the WASPs of WW II For pilots info pack contact EAA East Coast Fly-In Corp 2602 Elnora St Wheaton MD 20902-2706 or phone 301942-3309 OCT 6-S - HARTSVILLE SC shyAnnual Fall Fly-In for AntiqueClassic aircraft sponsored by EAA AC Chapter 3 Awards in all categories For info call or write R Bottom Jr 103 Pwhatan Pky
Hampton V A 23661 Fax at 804873shy3059 OCT 7- LAWRENCEVILLE GA shy4th Annual Biplane Fall Classic 404413-7] 12 OCT 7-S - RUTLAND VT -Rutland airport Annual Leaf Peepers Fly-In 8-11am Sponsored by EAA Chapter 968 the Gree n Mtn Flyers and RAVE (Rutland Area Ve hicle Enthusiasts) Breakfast both days Fly-Market Call Tom Lloyd for info 802492shy3647 OCT S - TOMAH WI - Bloyer Field 8th Annual Fly-In breakfast sponsored by EAA Chapter 935 Flea marke t static displays Call John Brady for info 608372-3125 OCT 12-15 - PHOENIX AZ - Copshyperstate Regional Fly-In 602750shy5480 OCT 12-15 - Phoenix AZ - Williams Gateway airport Luscombe Foundation Southwest gathering For info ca ll the Luscombe Foundation at 602917-0969 OCT 12-15 - MESA AZ - 24th Annual Copperstate Regional Fly-In Call 800283-6372 for info pack or if you wish to commercially exhibit call 5201747-1413 OCT 14 - OSHKOSH WI - EAA Chapter 252 Steve Wittman Memorial Fly-In 414426-348l OCT 14-15 - SUSSEX NJ - QuadshyChapter Fly-In Flylflea-market sponsored by AC Chapter 7 EAA Chapters 238 73 and 891 For info call Herb Daniel 2011875-9359 or Paul Styger (Sussex airport) 2011702shy9719 OCT 20-22 - KERRVILLE TX shySouthwest Regional Fly-In 915651shy7882 OCT 27-29 - TUCON AZ - Flying Treasure Hunt 520889-941l NOV 4-5 - LAKELAND FL shyWings n Things 95 813251-1820
28 SEPTEMBER 1995
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
JMESINGER (ORPORAHJETSALES INC
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
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
VI~TAf3(
T12A()(12
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)
Something to buy sell or trade An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part 40 per word $600 minimum charge Send your ad and payment to Vintage Trader fAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 or fax your ad and your VISA or MasterCard number to 414426-4828 Ads must be received by the 20th of the month for insertion in the issue the second month following (eg October 20th for the December issue)
lAC Current EAA members may join the International Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an additional $35 per year EAA 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
1939 STINSON SR-10 (Reliant) - 10434 n 598 SMOH 265 SPOH KX175B Trans KI208 OBS KT-76A Xponder ELT Call John Hopkinson 403637-2250 FAX 403637 -2153 (10-2)
MISCELLANEOUS
Wright J6-7A forward exhaust system - I need pair of 22x1 Ox4 Goodyear tires Ralph Graham 612452-3629 (10-2)
Ultraflight Magazine - Buy sell trade kit built fixed wing powered parachutes rotor sailplanes trikes balloons and more Stories galore Sample issue $300 Annual subscription $3600 INTRODUCTORY OFFER OF ONLY $2400 Ultraflight Magazine 12545 70th Street Largo Florida 34643-3025 813539-0814
GEE BEE etc - Model plans used by Benjamin EicherKimball Turner Jenkins 52 plans 13 smaller Shirts etc CatalogNews $400 $600 forshyeign Vern Clements 308 Palo Alto Caldwell ID 83605 208459-7608 (9shy3)
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 59718 406388-6069 FAX 406388-0170 Repair station No QK5R148N
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 POBOX 3086
OSHKOSH WI54903-3086 PHONE (414) 426-4800
FAX (414) 426-4873 OFFICE HOURS
815-500 MON-FRI 1-800-843-3612
MEMBERSHIP DUES TO EAA AND ITS DIVISIONS ARE NOT TAX
DEDUCTIBLE AS CHARITABLE CONTRIBUTIONS
(NEW) This amp That About the Ercoupe $1400 Fly-About Adventures amp the Ercoupe $1795 Both books $2500 Fly-About P O Box 51144 Denton Texas 76206 (ufn)
FREE CATALOG - Aviation books and videos How to building and restoration tips historic flying and entertainment titles Call for a free catshyalog EAA 1-800-843-3612
Whee l Pants - The most accurate replica wheel pants for antique and classics available 100 satisfaction guaranteed Available in primer grey gelcoat Harbor Products Co 2930 Crenshaw Blvd Suite 164 Torrance CA 90501 phone 310880-1712 or FAX 310874-5934 (ufn)
Curtiss J N4-D Memorabilia - You can now own memorabilia from the famous Curtiss Jenny as seen on TREASURES FROM THE PAST We have T-shirts posters postcards videos pins airmail cachets etc We also have RC documentation exclushysive to this historic aircraft Sale of theses items supports operating expenses to keep this Jenny f lying for the aviation public We appreciate your help Send SASE to Virginia Aviation PO Box 3365 Warrenton VA 22186 (ufn)
WANTED
Wanted - Pair of Goodyear 22x1 Ox4 tires or close size to fit my hubs Ralph Graham 612452-3629 (10-2)
30 SEPTEMBER 1995
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
A E R OPLANE
~laquoifdetz4W~ Two hands-on days of theory and practice In troductory Course - $149 Excellent overview of designs materials amp basic skills Intermediate Courses - $199 each
Sept 9th amp 10th Oshkosh WI
Oct 21st amp 22nd Tulsa OK
Nov 4th amp 5th Lakeland FL
Nov 11th amp 12th GriffinGAFabric Covering Cover an actual wing
Composite Bastes Fabricate a real parr Reservations amp Information
Sheet Metal Assemble a typical piece 800-831-2949Welding Learn how to handle a torch
S~~ny and
Alexander Aeroplane
bull UNMANNED AIRCRAFT
bull ROTORCRAFT amp EXPERIMENTALS
bull MAINS Aux amp FERRY CELLS
bull Homebuilts ~~Tpound Kit Plane Cos bull ~t Ii~
bull Ultralights Q- Workshops bull llI4 0bull Warbirds Airshow bullQ ~ 0bull Antiques () gt Fly-Bys bull
bull Camping Awards bull
bull Vendors Forums bull EAA FLY-IN bull Auto Engine Round-up Military Aerial Demonstrations bull
October 12 - 15 1995 bull Williams Gateway Airportltgt Mesa Arizona bull 1-800-283-6372 ARZQ~
NitrateButyrate Dopes From An Old Friend
High-tech wet-look paint to the letter Classic Aero is just doesnt look right on a kind to the environment classic airplane Return and has been exhaustively with us to those thri ll ing tested both in the air and on days of yesteryear back the ground when airplanes had a satinshy Classic Aero dopes are smooth finish that looked a made in America by Polyshyfoot deep Fiber whose only business
You can still get that gorshy is making aircraft coatings geous finish with Classic Aero T he icing on the cake is nitratebutyrate dopes We that the best costs less than use only the very finest us other similar products components and our formulas Classic airplanes deserve follow the original Mil Specs Classic Aero dope finishes
~ Dbull bull IAIUt H~ C()ATI ~(Jsect Irc r o bull oaUngs
800-362-3490 bull FAX 909-684-0518 PO Box 3129 Rivers i de California 92519
Fly high with a quality Classic interior Complete interior assemblies for do-it-yourself installa tion
Custom quality at economical prices bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat slings bull Recover envelopes and dopes
Free catalog of complete product line
Fabric Selection Guide showing actual sample colors and styles of materials $300
Qil1~RODUCTSINC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
Last year I had the unfortunate
experience to have to put my coverage with
the Aviation Unlimited Agency to the test
When I reported my loss Mac McGee
from AUA was very concerned and told me I
would probably hear from an adjuster yet
that day He was right Mike Wilhelms called
to tell me that he would be at the airport
Monday morning where I kept my plane I
didnt realize that he would be flying in from
St Louis Missouri (about a 1000 mile trip)
and I couldnt have asked for a warmer
reception During the repair process he
regularly checked with me on the progress
My PRIDE AND JOY is now beautiful again
and we are back in the air - thanks to AUA
Not only am I very satisfied with the
price of the policy I am delighted with the
service from the agency and the claims
- James S Smith
AUAs Exclusive EAA AntiqueClassic Division Insurance Program
liability and hull premiums
ical payments included
discounts for multiple aircraft carrying all risk coverages
hand-propping exclusion
age penalty
component parts endorsements
for claim free renewals carrying all risk coverages
Remember Were Better Together
AVIATION UNLIMITED AGENCY
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
COMAV 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 Insurance one of Americas most trusted
companies with an A++ rating from AM Best For more about our unique programs contact your aviation
specialist Or if youre an EAA member call ADA at 800-727-3823 Remember were better together
