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STOUT 2-AT
.
FORD MODEL 14
8 APRIL 1990
THE STOUT 2-A T
A REMEMBRANCE
The January 1990 issue of SPORT
A V1ATlON had an article about the
Ford Tri-Motors and the Stout aircraft
that proceeded them . The article
brought about some interesting re-
sponses . One of the most interesting
was a letter from Roland L. Hall (EAA
# 146593) of Northfield, Illinoi s. Mr.
Hall told in his letter of his first
airplane flight which took place aboard
a Stout 2-AT in April, 1927 at Grand
Rapids, Michigan.
Dear Mr. Parks:
I can't tell you how much I enjoyed
your excellent article, THE PLANES
THAT MR. FORD AND MR. STOUT
BUILT, since my first flight was in a
Stout 2-AT in April, 1927.
My boyhood was spent in Grand
Rapids, Michigan our being within
earshot and a short bike ride from the
field that became the airport and we
practically lived there . We could
quickly recognize the sounds of an
OX-5, C-6, or Hisso, so when we
heard the throaty roar of the Liberty in
a DH-4 or the D-12 in a P-I from Self-
ridge Field across the state, would
pedal madly to the field, hoping to see
one of these beautiful machines before
it departed.
In 1926, I recall Father telling us
that an airline would soon begin flying
between Dearborn, near Detroit, and
Grand Rapids . Naturally, on the day
of the inaugural flight I, along with
about every kid in the town (and a lot
of grown-ups too), was there. Soon the
2-AT appeared in the east and landed
on the sod field. Maneuvering on the
ground was not a simple operation
since the plane had a tailskid and no
wheel brakes. Two "mechanics" in
white coveralls would run out on the
field to meet it at the end of its rollout.
Each carried a large wooden block with
a length of rope attached which, upon
signal from the pilot or copilot , they
would place in front of the designated
wheel . A blast of the big Liberty would
cause the plane to turn in the desired
direction and it ultimately lumbered up
to the area where a group of local dig-
nitaries and photographers were wait-
ing. With the engine shut down, seven
passengers made their way out of a
rather small oval shaped door on the
right side of the fuselage. Most of them
still had bits of cotton sticking out of
their ears. As I learned much later
when I flew in it , the cabin lacked
sound insulation and the noise from the
Liberty was deafening.
We boys were bugeyed. Never had
we seen such a huge plane. Actually,
I believe the span was something less
than 70 feet. Its skin was a corrugated
material which we naturally assumed ,
in view of the name " FORD" promi-
nently displayed in several places, was
tin. We also assumed that the word
"Stout" referred to the rugged con-
struction of the aircraft! Other mark-
ings were a large numeral " I" on the
rudder and the name, " Miss Grand
Rapids" on each side of the engine
cowl. The nose of the plane was sur-
mounted by a monumental radiator
complete with cap as was the style with
automobiles of the day . The massive
propeller appeared to be at least 10 feet
long. Since it had no mechanical starter
of any sort, it had to be propped like
my Champ. Well, not exactly. After
the blades had been pulled through sev-
eral times, three " mechanics ," upon
signal from the copilot (the pilot being
on the left, couldn't see them) would
link hands and run past the prop, the
last man grabbing it as he went by.
Note the position of the blade in the
illustration No.2 in your article. It is
60 degrees beyond that which we use
on our smaller engines.
Initially only one aircraft was used.
It departed from Dearborn the first
thing in the morning, arriving at Grand
Rapids an hour or an hour and a half
later, depending on the prevailing wes-
terly headwind. It would depart late in
the afternoon for its return flight. The
fare one way was $16 so even with a
100 percent load factor , which it sel-
dom was, it gave the airline a gross
revenue of only $224 per day , totally
inadequate even in those days when
you could buy a Ford car for just under
$500.
It was this layover of the 2-AT for
several hours that got me my first
flight. The Stout people reasoned that
by charging $5.00 for a 20-minute
sightseeing flight over Grand Rapids
they could produce an hourly revenue
equal or greater than flying their regu-
lar route . On a Saturday in April ,
1927, Father chartered the whole plane
for seven family members including
two of my grandparents and myself.
To me, and perhaps to my fellow pas-
sengers , the flight was memorabl e in
more ways than one . Just before land-
ing, I, for the only time in 63 years of
flying , became violently airsick and
they hadn't invented barfuags!
A short time later, a second 2-AT
was added to the run . This one bore no
name as did its hangarmate , only the
numeral "2" on its rudder . Where the
earlier schedule catered to the Detroit-
based businessman who would fly to
Grand Rapids in the morning and re-
turn home in the afternoon, his much
more numerous counterpart was the
salesman representing one of the many
small companies who were suppliers
to Detroit's automobile plants. It was
pointless for him to arrive in Detroit in
the later afternoon , spend two nights
in a hotel, and return home two days
later. The second plane allowed him to
make the trip within the same day. It
also added to the enjoyment of the
three Hall boys. When the arriving af-
ternoon plane had discharged its pas-
sengers at the small terminal building,
it was restarted and taxied a few
hundred feet to the hangar where it
spent the night. We were frequently
allowed to climb on board and ride
over to the hangar. It did not enter our
heads that it was Father' s frequent use
of the airline that got us this special
treatment.
The pilots who were always addres-
sed by their former military ranks or
as "mister" included such names as J.
Parker VanZant, who played a key part
in setting up the first coast to coast '
airmail routes; Tom Halpin who later
set up his own company to make an all
metal plane of his own design , the
Flamingo; Capt. C. C. Swenson; and
Peter Berger, to name a few.
Unfortunately, the airline was not a
commercial success and the Grand
Rapids route was discontinued after
about a year. My recollection is that
VINTAGE AIRPLANE 9
I
,
\ I
'... __....
000
AERO DIGEST. N.Y.
Three-view outline drawing of the 2530-horsepower Ford Model 14-A transport airplane.
10 APRIL 1990
they had onl y one forced landing, this
without damage to the pl ane, nor in-
juries, and that they fai led to complete
their schedul ed fl ight on less than half
a dozen occasions. Although I went on
to get my license fly ing out of that field
in later years, things were never qui te
the same after the 2-ATs left .
In the years that foll owed, I can re-
cal l two visits to the pl ane in Dearborn .
On one of these I saw Richard Byrd' s
"Fl oyd Bennett" being modified by the
repl acement of it s nose-mounted 3-5
Whirl wind with a 525- hp Cyclone.
Even with thi s added power, Bernt
Balchen was barely abl e to coax her
hi gh enough to reach the South Pole.
In a later visit , I saw the Model 14.
The peopl e at the plant woul dn' t even
talk about it. LeRoy Manning, Ford's
chi ef test pilot, had j ust been ki ll ed in
a crash of a Ford pl ane. Rumor was
was that Mr. Ford had issued orders to
shut down the operati on. I'd li ke to
know more about the 14.
I have a coupl e of observati ons re-
garding your fine arti cle. Stout never
used 4-A Ts in scheduled service on the
Grand Rapids rout e. Earl y models with
their 3-4 engines appeared on the field
from time to time. One of them
brought Charles Lindbergh's mother in
the summer of 1927 to see her son dur-
ing hi s tour of the US foll owing hi s
Paris fli ght. It was fro m thi s field th at
she had her onl y fli ght in the Spi rit of
St. Loui s. The other concerns the lack
of registrati on numbers on the 4-A T in
photo No.5. I seem to recall that they
were not required until 1927. I never
saw any on the 2-ATs.
First of all , let me apologize for
being so long-w inded, and since I have
been, for not retyping thi s. Your arti cle
brought back so many fond memories
that I got carri ed away. Toss it or use
it as you see fit . Thanks aga in for a
great arti cle.
FORD Model 14
In hi s letter, Mr. Hall asked for
some informati on about the Model 14.
The Ford Model 14 was the last of
the Ford Tri-Motors. As a repl acement
for the previous Tri -Motors, thi s pl ane
was designed to carry 40 passengers in
Pullman car comfort.
Itwas huge with a full y canti levered
wing of 11 0 feet and an all metal fuse-
lage with a length of 4 1 feet. The wing
was very deep with a max imum depth
of four feet three inches . Though the
plane was skinned in alcl ad, the central
fuselage section and the wing center
section was done in steel.
The three engines used were French
built Hi spano-Suizas. The center en-
gine, rated at 1, 100 hp at 2,000 rpm,
was a direct-dri ve, three-bank , 18 cy-
linder type 18Sb, dri ving a three-
bl aded adjustabl e pitch propell er.
The outboard engines, buried in the
wings, were 12-cylinder type 12 Nbr
rated at 715 horsepower. At the end of
an extension shaft , each of these en-
gines had a 12-foot, IQ-inch four-
bl aded wooden propeller.
It was expected to appear at the Na-
ti onal Airpl ane Show in Detroit , but
checking with AERO DIGEST and
AVI ATION magaz ines indicate that it
was not exhibited. Bill Stout in hi s
book, SO A WA Y I WENT, reported
on it s fat e:
" Before the giant pl ane built by the
back-door crowd at Ford was fini shed,
the government CAA said that even if
it did fl y, the forty-passenger ship
would be li censed for a maximum of
onl y ten passengers. When it went out
for tri al, no provision had been made
for steering it to the ground . Work did
go on, however, with the bi g plane
until its final fi asco. It was exhibited
in one show as a marvelous structure,
whi ch it was , and then cut up with
torches for the scrap heap.
"It didn' t fl y, but they learned a lot
from it. " .
EAA AVIATION FOUNDATION
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VINTAGE AIRPLANE 11
MEMBERS' PROJECtS
by Norm Petersen
This blue and silver American Eagle 101,
NC7157, SIN 273 has been owned by Swann
Allen (EM 75432, NC 14930) of Milford,
Michigan since 1936! The restoration was
started in 1968 and finished in October
1989. Swann reports a wheel was broken
on taxi tests, so new wheels are in the of-
fing. Although he is 75 years of age, Swann
still has the enthusiasm of a youngster and
loves his American Eagle with its OX-5 en-
gine. Note the very tidy workmanship on
the rebuild.
David & Paula Henderson (EM 276589, NC 11264) of Felton, Delaware have eight Piper Cubs under restoration at the same time! Their
firm, called Henderson Aviation, specializes in Cub rebuilds. On hand: an l-4B military Cub; a PA-11 85hp Cub; a Clip Wing Cub and
five standard J-3 Cubs! One has the feeling their days are full from early morning to late at night.
12 APRIL 1990
Retuming to the airshow circuit this sum-
mer will be ex-president of the Antiquel
Classic Division, R.J. (Dobbie) Lickteig of
Port Lucie, Florida and Albert Lea, Min-
nesota in this nicely rebuilt 135 hp Piper
Super Cruiser, N4219M, SIN 12-3115. Expertly
rebuilt by Gordy Westphal (EM 9833, AlC
7270) of Rochester, Minnesota, the Cruiser
features many extras such as interior sight
fuel gauges, Cleveland wheels and
brakes, sky light, shoulder hamesses and
avionics. The white and red paint scheme
carries inside the aircraft as well as out-
side. We look forward to seeing Dobbie
this summer as he taxis up with a big grin
on his face!
This photo of a very pretty Taylorcraft BC-12D, N43002, SIN 6661, was taken at an open house at Eglin AFB in Florida. It had been
completely restored from 1984 to '85 by Captain Rob Ray (EM 344216, AlC 14398) and his father, who had previously owned the very
same airplane from 1970 to '72! Rob reports he had his very first airplane ride in this T-craft' Built on December 16, 1945, it was one of
the first T -crafts off the line following WW II. Although Rob is an Air Force F-16 pilot in Japan, he hopes to be able to attend EM Oshkosh '90.
VINTAGE AIRPLANE 13
PASS II IO
--J]
An information exchange column with input from readers.
ded it in the Bakolite thereby making
constant contact and making it HOT
anytime it was out of any detent.
Let's skip to 1975 when I had Mr.
Fleet. That ' s the one I sold to Richard
Bach to raise the money to build the
€ Swallow. I was up at Oshkosh, and the
§ blasted thing wouldn't start . I had Curt
Taylor in the cockpit and it just
Q wouldn't start! Sure it was cockpit
by Buck Hilbert
(EM 21, Ale 5)
P.o. Box 424
Union, IL 60180
Prop'er Behavior
PART II
W ell, since Part One I've had more
experiences . I was over in Michigan at
a fly-in and a gal name of Dorothy used
to have a real neat Meyers OTW with
a Kinner on it. No electric starter of
course, and I got to prop it. "Switch
off!" I yelled and she gave an affirma-
tive reply. I grabbed that prop and
moved it about one blade. The impulse
snapped and it was running! My pre-
caution of always treating a Kinner like
14 APRIL 1990
it's gonna start paid off! Meanwhile
Dorothy is screaming in a voice loud
enough to hear in Heaven, "It ' s off!
It's off!" and when [ walked around
the wing and up to the cockpit it was
indeed ;'OFF." But it was one of those
old A-7 switches from 1946 that there
was an AD note on. They were all sup-
posed to be replaced because they had
an internal problem that wiped some
of the brass off the contacts and imbed-
trouble, I ousted Curt and jumped in
myself after I recruited Bill Haselton
to prop it. Now Bill overhauled the en-
gine and has as much smarts as anyone
who has been around Kinners as long
as he has. We went through the routine
and after about three tries he holl ers,
"It must be loaded! Switch OFF'" [ do
as he says and he backs it up a couple
revs and calls, "Contact." [ reply
"Contact," he grabs the blade and it
prompt ly fires backwards and busts his
hand. It didn't start and [ hear all this
cussin ' and see him jumpin ' around so
[ shut down everything and jumped out
to see what happened. After a trip to
the infirmary and getting him patched
up , we opened the cowl. The impulse
was just hanging on one mag, and
somehow the assembly had slipped and
was firing way off proper time. Les-
son? If it don't wanna start , it's trying
to tell you something! Investigate'
Then we got the Swallow flying. In
an effort to be as authentic as possible,
I didn ' t have an electrical system. [
propped it each time [ got ready to go,
and [ always did it myself because [
don't trust anybody . [ tied the tail in
most instances and left the fuel off and
I always briefed the person in the seat ,
whether passenger or pilot , on what to
do " IF." Well, everything was going
along real nicely until one day I was
flying from Wichita to Kansas City
where I was to meet some of the KC
Antiquers. I was running parallel to a
fast advancing cold front and making
terrifi c ground speeds when I reali zed
the rain and thunderstorms had cut me
off from my destination which was ac-
tuall y Gardiner , Kansas. I elected to
land at Paoli , Kansas about 10 minutes
ahead of all thi s weather phenomenon.
The place was deserted - not a soul
around and the office was locked up.
I found one T-hangar (no doors) open
so I decided to taxi over there and stuff
Swallow in it. I was alone, but I'd been
through thi s many times. All went well
and she started up beautifully . I
jumped in and taxied to the hangar. As
I swung the tail around towards the
hangar , the left brake pedal let go I It
broke right off at the master cylinder
and gouged heck out of my ankle bone
to boot. I had given one good blast of
the engine to get the tail around and
got momentum that carried me right
into a barbed wire fence. The bi g Ham
Standard wrapped itself in barbed wire
and pulled fence staples like crazy! I
cut the switch. My ankle was hurtin',
I was hurtin' and the storm was com-
ing, FAST!
I jumped out, started to unravel
barbed wire from the prop, tried to get
Swallow up the incline into the hangar ,
and couldn' t seem to accomplish ei ther
one as the hail balls started beating me
about the shoulders and bouncin' off
the fabric. It rained and hailed and
blew like the dickens , but the barbed
wire held and the Swallow rode it out
pretty well. As it lessened up some, I
dashed out into the highway that fronts
on the airport and tried to fl ag down a
passing car to get help. I can just im-
agine the feeling the drivers had as they
see this soaking wet character with hel-
met and goggles, dressed in a 1920's
flying suit, trying to stop their car.
Especially, as I learn later, since there
is an insane asylum just down the road
a ways and there are signs posted
against picking up hitch-hikers .
Thoroughly wet and defeated, I went
back to Swallow.
The storm had all but quit. There
was a fine misty rain falling now, and
I was wet anyway, so I got to work
with side cutters and a 2x4 and what-
ever else I could find layin' around. I
untangled the barbed wire and levered
the Swallow out of the fence , one
wheel at a time , with the 2x4. J finally
got it up the incline and straightened
around so I could prop it and continue
on toward Gardiner. My ankle hurt ,
and I hurt - 'cause I hurt the airplane.
I was mad and disgusted. J started
propping. NO GO! Shutting it down
with the switch and not the mixture
like usual , had loaded it up. I must
have unwound it and rewound it 10
times, and it still wouldn't start. I
"THE FBO
HAD EXPRESSLY
FORBIDDEN
HIM TO PROP
HIS AIRPLANE."
walked back to the cockpit and nudged
the throttle a little . Next pull, it started
and went to about I , 100 rpm, almost
ran me down as I dropped to the
ground and let the wing pass over me .
Then the chase began. It was moving
at a very fast walk and I realized I
couldn' t get up on the wing and into
the cockpit to close the throttle before
we came to the end of the row of hang-
ars. I grabbed the wing strut and sort
of veered it around the corner of the
hangars and headed it out towards the
open field. It was gaining on me! I
finally got up on the wing walk, threw
myself into the cockpit and closed the
throttle . I sat there trying to gather my
marbles and " believe you me ," as Nick
Rezich used to say, I' d have given up
old biplanes had there been another
way to get home. To shorten the story
somewhat, I did strap in, take off and
fly on to Gardiner where, after landing
in standing water a couple inches deep,
" Kelly" Viets and the boys helped me
install a new master cylinder, tended
my gored ankle bone, fed me and
nursed me back into a better frame of
mind.
Now we're here at the Funny Farm.
Swallow again. Nice brisk morning
and I was about to leave for a flight
over to Niles, Michigan . My destina-
tion was Jack Knight 's home town of
Buchanan , Michi gan. This folklore
hero of the airmail days was being rec-
ognized by the home town at last , and
they were about to dedicate a chapel in
hi s honor. Swallow would pay her re-
spects to the man who proved the mail
could be carried by air. Tail tied , ev-
erything went great , carb heat on, mix
rich, it started with ease. I let it sit and
idle and warm up while I suited up,
climbed into the cockpit, got all buck-
led up and ready to go. Yes, I did untie
the tail rope. I opened the throttle . It
barked once and quit! DagNabit! [un-
buckled , and fully suited up, started
the procedure again. It was loaded, so
I nudged the throttle (again?). Well,
the story is getting to be repititious; it
chased me all around the Funny Farm
when it did start. Lesson? Get an elec-
trical system and a starter installed
ASAP. It was and is still installed, and
that took care of that. [ never propped
it again.
What brought all these incidents and
thoughts to mind was a conversation
with Ben Owen up at EAA. A fella
had just called him and asked him what
to do ' cause the FBO had expressly
forbidden him to prop his airplane on
the airport. Even though he tied the
tail and all that, the FBO was not about
to allow hand propping on his airport.
[ don ' t know what that fella is going
to do to alleviate the situation, but [ do
know I recited all the things I knew on
how to accomplish a safe and sane prop
job. Ben suggested [ write them down.
I said [ would, but that writin' it down
still doesn' t get around the FARs and
most insurance policy clauses that say
hand propping can only be ac-
complished with a "qualified" person
at the controls. Despite the fact that
the tail is tied , that you can't find a
qualified person to twirl the prop or sit
in the cockpit, you just ain't legal ac-
cording to the FARs and your insur-
ance is no good! What are you gonna
do? I really haven' t the answer, but [
usually do get someone into the cockpit
where [ can show them the switch, the
throttle, the mix and the fuel, and drill
them as to what to expect and what to
do if what happens . That makes him
or her qualified as you can get and
should satisfy the rule book, so go
ahead and prop your airplane. If per-
chance you are alone and if perchance
you lose your cool, count to 10 slowly
and take every precaution possible to
ensure a safe, sane operation .•
VINTAGE AIRPLANE 15
VINTAGE SEAPLANES
by Norm Petersen
Pretty summertime picture sent in by
Thomas Melbye (EM 132217, Ale 14121) of
51. Paul, Minnesota, shown standing on the
float of his Waco YKS-7, N19373, SI N 5204,
mounted on a set of 1929 Edo P-3300
floats. Note the enlarged rudder and aux.
seaplane fin used with floats. Tom reports
he enjoyed the big cabin Waco for several
years before selling it to Tom Orlowski of
Minneapolis. The Waco was damaged in
a subsequent accident and is presently
stored in a hangar awaiting a rebuild,
floats and airplane!
This one-of-a-kind seaplane is a Northrop Alpha 2, NR11Y, SI N 3, which was flown on TWA routes from 1930 to 1935. Sold by the airline
in 1935, it was converted to a model 4A and put on Edo XA-5400 floats by Frederick B. Lee of New York. He intended to fly around the
world, however, he only flew it up and down the east coast for two years. In 1937 it was converted back to wheels and wound up in
the estate of Foster Hannaford, Jr. in Illinois, who donated it to EM. In the 1970s the Northrop was traded to the NASM where it is now
on display after being totally restored by TWA employees. The engine is a 450 hp Wasp R-1340.
16 APRIL 1990
FOR 1950 ...
by Mark Phelps
How does an RF-4 Phantom instructor-pilot relax? He rebuilds classic Bonanzas ofcourse.
At least this one does. Ross Collins ofBoise, Idaho has more than 2,500 hours in RF-4s and
is currently based at the USAF Fighter Weapons School. In November 1979 he bought his
1950 Bonanza B351D2513 after the aircraft had suffered a particularly bad gear-up landing. He
VINTAGE AIRPLANE 17
ferried it back home, disassembled it
and trucked it to his garage. Not only
did he overhaul his Bonanza, he ac-
quired his A&P licence at the same
time .
This overhaul was performed in the
truest sense of the word. Ross took ev-
erything down to its barest minimum
of parts, cleaned, inspected and re-
placed the smallest of those pieces in
an effort to make his aircraft better than
new. In addition to revamping all the
stock components, Ross added several
Beryl D'Shannon modifications to in-
crease the speed, range and load-carry-
ing capacity of his B3S. He added a
one-piece, sloped windshield, pilot ' s
window , extended tailcone, exhaust
silencers, aileron- and flap-gap seals
and D'Shannon' s IS-gallon tip tanks.
Other mods include late-model control
wheel and fuel selector, a digital clock,
Cleveland wheels and brakes, ex-
tended nose-gear doors, electric prop
governor, Beech firewall-mounted bat-
tery and battery-solenoid kits , Beech
step assist kit, a SO-amp generator, air-
oil separator, a dry vacuum pump,
bracket air filter and Ross rearranged
his gyro instruments in the standard
.or' configuration.
Ross went the used-avionics route
to upgrade the YFR panel. He selected
a Collins package including dual nav-
coms, glides lope receiver , audio
panel, ADF and transponder with en-
coder. A King DME, Apollo loran
with database and Sigtronics intercom
managed to fit into the panel as well.
The budding mechanic/owner
meticulously rebuilt his own E22S-8
Continental to factory-new specs. He
spent hours on the detailing of the en-
gine compartment, gear wells and
center section so that his airplane
looked as good inside as it did outside.
Besides a clean airplane, the goal was
ultimate reliability
Ross waited until he had 20 flight
hours of tweaking and testing on the
Bonanza before turning it over to Steve
Greene in Ashland , Oregon to apply
the paint scheme that the owner de-
signed. In March 1988 he topped off
the project with a set of stainless steel
exterior screws . The 40-year-old
Bonanza performs like a yearling with
an average cruise speed of 160 knots.
Empty weight is a trim 1,849 pounds
with a useful load of 1,00 I pounds . It
nibbles away at its 70-gallon fuel ca-
pacity at an average rate of 11 .5 gal-
lons per hour.
Most Bonanza afficianados have a
fondness in their hearts for the early,
lightweight versions without the heavy
springs attached to the elevators de-
signed to lower pitch sensitivity. Ross
has taken an airplane that is only a
couple of years younger than he is and
made it uniquely his own. He success-
fully incorporated his specific flying
needs in an airplane he can truly enjoy
- the more so since he did the work
all himself, and earned his A&P rating
to boot. The nine years of hard work
show up well. •
18 APRIL 1990
VINTAGE AIRPLANE 19
Bob White of Zellwood, Florida with his Waco Taperwing at Sun 'n Fun '89. Charles "Speed" Holm.
20 APRIL 1990
n once flew this Waco.
CHAPTER CAPSULES
CHAPTER ONE
Your hosts at Sun 'n Fun
by Bob Brauer
Stories generally begin with Chapter
One and our Antique/Classic history
keeps with this practice. In May 1966,
the Florida State A viation Antique and
Classic Association based in Lakeland
affiliated with EAA to form the first
EAA Antique/Classic chapter.
Membership now numbers approxi-
mately 135 families . President, Ray
Olcott of Nokomis, Florida says that
although there are no specific qualifi-
cations for membership a, "love of an-
tiques, classics and sport aircraft help.
We are very proud to be a part ofEAA .
Its emergence as the vanguard of sport
aviation has been increasingly evi-
dent. "
Ray, who took office in December
1989, has been around airplane people
for quite a while. He is chairman of
the Antique/Classic Division's Osh-
kosh volunteer manpower, past direc-
tor of the division, is now a director of
Sun 'n Fun and has restored a Cessna
180 which he flies regularly.
One of the chapter's most important
functions is directing the Antique/
Classic Division's activities at the an-
nual Sun 'n Fun fly-in in Lakeland . It
is the host chapter of this fly-in and
operates the Antique/Classic Division
Headquarters. In 1982, 33 of Chapter
One's volunteers obtained a building
for this purpose and donated it to Sun
Johnny Thomson and his New Standard.
VINTAGE AIRPLANE 21
' n Fun. It all started as a result of an
idea that originated with past-presi-
dent, Gene Crosby in 1981.
There are many chapter members
active in restoration projects. Bob
White of Zellwood, Florida is a past
president of the chapter and has re-
stored several antiques and classics
that have appeared at the Sun 'n Fun
fly-in over the years. John Stilly of
Lakeland has restored some old bi-
planes including an OX-S powered
Waco, a Travel Air and a rare Butler
Blackhawk. Barbara Fidler and her
husband Jerry of Alva, Florida restored
the EAA Oshkosh '88 Grand Cham-
pion Antique J-3 Cub. Barbara's
airplane was featured in the cover story
11
c
of the September 1988 issue of SPORT
0.
§
AVIATION.
E
Chapter meetings are held at various
=;
airports in Florida seven or eight times
Oshkosh Grand Champion Cub by Barbara Fidler.
a year. The meetings are hosted by
local EAA chapters or individual EAA ing of dining, EAA programs, socializ- chapter membership changes over
groups. Chapter One meetings are real- ing and, of course, much hangar talk. time, interests and activities seem to
ly mini-fly-ins of three days and two The chapter holds an annual September go through different phases. She said
nights. Participants tly or drive to the business meeting in Thomasville, that, "although it is an Antique/Classic
meetings and frequently camp at the Georgia which is hosted by the Rose chapter with interests in vintage
airport. The programs consist of semi- City Antiquers. airplanes, we are mainly a 'people'
nars on aviation-related topics . Bill Kilborn of Melbourne, Florida chapter and tend to stay away from
In addition to programs, the fly-in is the group's newsletter chairman. stereotypes. Interest in vintage aircraft
meetings include visits with FBOs and The publication features aviation news is a cementing factor." Sandy also feels
points of interest such as the Kennedy and information , schedules of local that receiving publications such as
Space Center at Cape Canavaral and aviation events , interchange of mem- VINTAGE AIRPLANE and SPORT
the Jacksonville Navy Yard. Among bership information and even cartoons. AVIATfON are an important benefit of
the 80 to 100 planes that are flown to Besides the membership, the newslet- membership.
the meetings are many fine examples ter goes to previous members, recent
Chapter officers practice what they
of antiques and classics which are guests and selected aviation associa-
preach. Sandy completed a restoration
judged using similar standards to those tions .
project on a Cessna J20 last October.
used at EAA Oshkosh. Fly-in Outgoing President , Sandy McKen-
The project took almost seven years in
weekends are highlighted by an even- zie of 0' Brien, Florida says that as the
an on-and-off schedule that included a
complete rebuild of both the airframe
Cubsters Barbara Fidler (front) and friend, Marcia Sullivan.
and engine.
Sandy believes that it would be great
if the Antique/Classic Division as well
as the chapter could function as an of-
ficial activity at Sun 'n Fun and she
would like to see a combined regional
Antique/Classic Chapter tly-in to help
cement our interests. There is no doubt
about the priorities of Chapter One -
people and airplanes in that order.
Sun 'n Fun is upon us! For informa-
tion, call Bonnie Ware at 813/644-
2431 and plan on sampling Chapter
One's hospitality at the Sun 'n Fun An-
tique/Classic Headquarters . Enjoy the
shade of the porch and meet some fine
antiquers.
Anyone interested in information for
this year's remaining tly-in meetings
is invited to contact Ray Olcott at 813/
488-8791 .•
22 APRIL 1990
PROJECT PORTERFIELD
A1940 Beauty Rebuilt in the Wild Northwest
by Norm Petersen
Perhaps the dream of finding a derelict antique airplane in an old bam and restoring
it to new condition is prevalent in all of us. For some, the dream never comes true, try
as they might to make it so. However, for others, the dream becomes a reality through
VINTAGE AIRPLANE 23
steady, persistent hard work and some-
times - a little "dumb luck". One has
to realize that in the wonderful world
of airplanes, it is all part of the game!
Our subject aircraft is a 1940 Porter-
field CP-65 Collegiate, NC25590, SI N
696, which was one of about 200 CP-
65's built at the Porterfield factory in
Kansas City, Missouri from 1938-1942.
Although purchased primarily for the
Civil Pilot Training Program (CPTP) ,
which was urgently training pilots for
the future military demands , some Col-
legiates were sold to private owners
around the country.
The rebuilder of NC25590 is Wil-
liam (Bill) Burkey (EAA 275966, A/C
14970) of Moses Lake, Washington.
Bill is an A & P with Inspection Au-
thorization and runs an aircraft repair
shop. His interest in antique airplanes
goes back many years and when the
word came wafting through his shop
that an old airplane was laying in a hay
shed near Othello , about 20 miles
south, Bill was off and running! It took
nearly five years to strike a deal for the
forlorn looking Porterfield that had
been idle for over IO years. It was co-
vered with ash from the eruption of
Mt. St. Helens in 1980. Bill hauled the
bare bones home in a trailer and slowly
24 APRIL 1990
began the teardown to a bare airframe.
Once everything was detached (and
scraped) from the basic tubing, it was
sandblasted clean. Surprisingly, it was
in excellent shape with no rust or
holes. Bill painted the framework with
a Ditzler polyurethane primer that is
impervious to almost any other paint
or liquid. Assembly was then begun
with each part and piece being brought
up to new condition or replaced before
it was installed . Bill reports excellent
assistance from Univair of Aurora ,
Colorado, which carries many of the
necessary parts on hand. In addition,
the holder of the original Type Certifi-
cate for the Porterfield CP-65 is Joe
Rankin in Mayville , Missouri (Phone
816-582-3291) and certain parts are
available from him.
One lucky acquisition with the tired
old Porterfield was a complete set of
blueprints that helped the assembly
process a great deal. It makes it so
much easier to sort a pail full of parts
when you know where the parts go!
All wood was replaced on the fuselage
and properly varnished before installa-
tion. New control cables were made
up and installed with new guides - for
VINTAGE AIRPLANE 25
that "moving your hand through a tub
of whipped cream" feel. All of the
bearings in the Porterfield control sys-
tem are ball bearing, so it behooves
one to do a good job on the controls.
The wing spars were in good restor-
able shape, however , the ribs and ailer-
ons had to be done over from scratch.
All ribs were jig built to the original
Munk M-5 airfoil and slid on the
sanded and varnished spars . When all
the hardware was in place, Bill tram-
meled the wings square and readied
them for covering. The ailerons were
also rebuilt with new wood and care-
fully assembled. It was now covering
26 APRIL 1990
time .
Stits HS90X lightweight fabric was
used on the fuselage, wings and tail-
feathers with the normal build-up and
sanding before a final finish in Canyon
Red (Tennessee Red) with black trim .
The results speak for themselves as the
finish is outstanding.
All cowling metal was replaced and
the many metal fairings were redone in
new aluminum to get away from "that
wrinkled look" , so prevalent in old
airplanes! The instruments were sent
out to an overhaul shop for rebuild and
the 65-hp Continental engine was tom
down for a major overhaul. Although
the log books showed only 200 hours
since the engine had been worked on,
it was in dire need of help. Bill brought
it back to new limits and ordered a
Flottorp propeller to be installed on the
engine when ready . The final touch
would be a skullcap spinner.
The original 13.5 gallon fuel tank
had to be repaired before it could be
installed, just ahead of the instrument
panel. However , once it tested OK, it
was carefully installed and the plumb-
ing was hooked up. The engine mount
was then installed and the newly over-
hauled 65 Continental was hung on the
mount. The old exhaust system needed
considerable rework before it was
ready for installation.
A new windshield was shipped in
from Pennsylvania and together with
new glass for all windows, was care-
fully installed. With the redone seats
and new interior, the inside of the Por-
terfield looked just as nice as the out-
side! The cream faced instruments re-
ally gave the panel that look of a well
restored airplane when they were in-
stalled.
Final assembly of the wings and tail
surfaces somehow made all the work
and effort worthwhile as the Porterfield
looked for all the world like it had just
rolled out of the Kansas City factory.
The Flottorp propeller was installed
and the overhauled brakes were
checked to see that they worked prop-
erly. (I once had a friend in Minnesota
who taxied his newly restored LP-65
Porterfield to the far end of the runway
for its first flight. Reaching the end of
the hard-surface, he stepped on the
brakes to make a turn around. Nothing!
He had forgotten to hook up the
brakes! The Porterfield rolled off the
end of the runway and flopped over on
its back!)
Bill Burkey says his beautifully re-
stored CP-65 flies like a new airplane
and handles very nicely. Although it
can be flown from either the front or
rear seat, it handles the nicest when
flown solo from the rear seat. His fon-
dest hope and dream is to fly the bright
red bird to Oshkosh where it can enjoy
the company of many other antique and
classic airplanes. We look forward to
seeing the Porterfield taxi up to the
parking area and receive its rightful
share of admiring glances. And you
can be sure the gentleman standing
next to the pretty airplane with the
huge smile on his face is Bill Burkey,
one of the lucky ones who found an
old airplane in a barn . •
VINTAGE AIRPLANE 27
"OLD BLUE"
Wrecked in 1952, this classic Stinson Gullwing wasn't too
much for this pilot to handle.
It was a cool, clear June morning
about five years ago when Old Blue
and [ lifted off the Fairbanks Metro
Airfield for the last time. We were
packed with a fairly hefty load, includ-
ing spare engine parts, tools, survival
gear and a rocking chair. I had to
28 APRIL 1990
by Mike McCann
search for the pilot's seat.
After a smooth engine run-up, [
aimed down the narrow airstrip, then
pushed the throttle in for full power.
Within yards, her tail was up. We
sprang along on the main gear, over
the wavy tarmac . With a leap, the
thick , gull-shaped wings pulled her
skyward.
Climbing, she sounded like a 0-8
Cat pulling a sled-load up a steep hill.
But once we reached 8,000 feet, prop
and engine slowed to 18 inches and
1,800 rpm. Old Blue purred and flew
like the beauti ful Gull wing Stinson
she' d been back in '46.
Foll owing the Tanana Ri ver east, we
had a good sti ff tail wind . In two hours
we were cl osing in on the Canadian
border. I was not digesting th is fac t
very well. The tail wind di ed off -
and Old Blue slowed down, seem ing
to hesitate herself.
She' d been in Alaska since 1949,
except for four months in '8 1 when my
friend Claire and I haul ed her mangled
remai ns to Montana for restoration.
Thirty of those years she' d lain on her
back in the Interior tundra, slowly
settling into the ice and tussocks. Many
a cold trapper camped in her tatt ered
cabin, oft en stripping a pi ece of wing
rib or engine hose to repair a faulty
snow machine or patch . a broken dog-
sled. From the air, she was a landmark
- the bi g yell ow fuselage among the
short bl ack spruce - well known
among Yukon Ri ver Bush pil ots, alert-
ing them that they were 15 mil es west
of the vill age of Tanana.
Now, about to cross the north-south
survey line that indicates the official
U. S. -Canadi an border, I banked int o
a shall ow left turn , fl ying two large
circles. The acti on seemed to be
slowed down. My mind was rac ing.
Hard to believe I was leaving
Alaska. Even harder to beli eve that Old
Blue would probabl y never return , but
fall into the hands of some co ll ector in
"IN A
PUFF, THE NOSE
OF THE
STINSON WAS
ENGULFED
IN FLAMES."
the Lower 48. Leveling off, I rocked
the wings in salute, took a deep breath
- then crossed the border.
I knew the route south prett y well.
I pl anned to fl y along the AI- Can Hi gh-
way . In case of severe weather or
mechani cal problems, I could set her
down on the road.
There was lots to think about on thi s
trip. Lots of memori es . Not the least
of whi ch was Joe Cook himself - the
Alaska Bush pilot who' d "parked" the
Stinson on the tundra way back in the
fall of '52.
Joe had spent a rough three days try-
ing to fl y from the western Alaska vil -
lage of Galena to Fairbanks. The first
day, icing and poor visibilit y had
forced him to land on a sandbar on the
Tanana Ri ver. He spent the ni ght wrap-
ped in a sleeping bag in the cockpit.
The next morning, the visibility was
marginal but improved. He took off
without troubl e and fl ew low over the
countrys ide, hop ing to find a cl oud
break that would all ow him to make it
into Nenana. Instead, heavy ici ng
forced him down on a hill side in the
Redl ands area. 40 mil es north of
Nenana.
Us ing a small hatchet. he spent the
afternoon clearing a path across the
slope through the bl ack spruce for a
possibl e runway. Temperatures had
dropped. By the time he was ready to
try a takeoff, the pl ane' s engine oil had
The Challenge.
VINTAGE AIRPLANE 29
30 APRIL 1990
thickened so much that the battery He had only two candy bars and half crept over the horizon , Joe could see
couldn ' t turn the propeller over. En- a container of water for food. He began the clouds had li fted. If he could just
gine heat was needed. to work up a plan. He decided to heat get in the air and aim north he knew
Joe jumped from the cockpit, grab- he would intercept the Yukon River.
bed armfuls of brush and stacked it After two hours, the bucket of oil
under the engine cowl. Next he drained
several gallons of A V gas from the
wing tank and poured it on the brush
pile. He lit the brush. In a puff, the
nose of the Stinson was engulfed in
flames . Dense bl ack smoke billowed
out from under the old sleeping bag
that was doubling as an engine cowl
cover.
In a frenzy now, Joe was abl e to
kick the blazing brush away from the
airplane. Then by wrapping the bag
completely around the engine cowl , he
tried to suffocate the fire. "Please don ' t
blow," he thought, knowing full well
that if the carburetor gas caught, it
would be curtains for his plane. The
fire smothered. Joe lay back against
the windshield. The Stinson was
saved, but what next?
The snow was getting heavi er, and
it was almost dark . Joe crawled into
the cockpit, wrapped himself in the
charred sleeping bag that had just
saved hi s only way out - wherever-
and tried to sleep.
Joe Cook awoke just before dawn .
"JOE COOK
GRUNTED A
SHORT PRAYER
AND GAVE
HER FULL
POWER."
the oil and engine separately. Fumbl-
ing in the dark , he built a fire well
away from the aircraft. He drained the
engine oil into a five-gallon pail, then
hung it over the fire. Next, he built a
small fire under the pl ane's nose. He
needed to heat the massive radial en-
gine case. Pouring warm oi l into a fro-
zen engine would be futile. As li ght
was plenty hot, the engine case warm
to the touch. Joe tossed the ratty engine
cover as ide and poured the five gallons
of hot oi l into the oil reservoir - hop-
ing some of its heat would help defrost
the windshield , too. He needed all the
visibility he could get to maneuver
down hi s narrow, slanted , homemade
runway .
Stamping out his fires, Joe leaped
inside the cockpit and pumped the
primer knob five solid strokes and
kicked down hard on the starter button .
The Stinson roared to life, no uneven
popping. It was hard to believe the
electrical harness had survived the pre-
vious ni ght's torching.
A steady 60 pounds of oil pressure
registered on the gauge. Clenching hi s
teeth , Joe Cook grunted a short prayer
and gave her full power. The pl ane
waddl ed a bit. The tail wheel hung up
in the short brush . He worked the yoke
back and forth - and the tail sprang
free. The propeller sucked snow, ashes
and small twi gs. The plane started to
roll forward, while sliding sideways
VINTAGE AIRPLANE 31
I down the slope. The left wingtip
lodged in a tree. Cutting the engine to
idl e, Joe jumped out with hi s axe ,
cl eared some more trees and pushed
the tail sideways.
Several more such del ays and Joe
was at the far end of his airfield. Turn-
ing the Stinson around was no easy
chore. Finall y he was abl e to aim it
back down the runway. He breathed a
hope that the engine torque would help
him keep the pl ane out of the downhill
brush - then gave her full power once
again .
Starting slow, she began to gain
speed - then lifted off.
Joe banked the Stinson out over the
fl ats and headed north for the Yukon
River. It took full power to keep her
flying, since the plane had lost much
of her lower-side fabric and tail cover-
ing to the previous day' s semi -crash
landings. In 30 minutes, Joe could see
the Yukon. But he could also see that
both hi s gas gauges indicated empty.
"She' ll make it ," he thought.
Joe recall ed later that he' d just com-
pl eted that thought when the engine
began sputtering - and then all was
so qui et he could hear the air hi ssing
over the Stinson's bi g wings.
" Damn !"
Rocking the wings, he hoped to coax
an extra cup of fuel out of the tank. At
the same time, he searched the area for
another pl ace to crash-l and .
" I thought she' d glide to the river ,"
Joe said later. "But all torn up, she
came down like a streamlined rock."
Hitting the tundra, she bounced and
lurched - then flipped hard , ej ecting
Joe through the front windshi eld . He
landed in the semifrozen muck . He was
OK. But he was growing tired of the
trip. Hi s bi g yellow airpl ane looked
bad . The worst he' d ever seen her:
lying there on her back with small
spruce trees sticking through her
wings , wheels 10 feet off the ground.
Joe Cook pi cked up hi s gun and hi s
frayed sleeping bag. He looked at hi s
plane one last time. It was hard to be-
lieve she was fini shed. He felt as if he
was leaving an old fri end at the
graveyard .
Then Joe turned away and began
walking. He walked three mil es to the
Yukon River. Then he walked 15 more
mil es to a sand spit across the vill age
of Tanana. To get attention, he fired
two shotgun bl asts. Then he lay down
in the snow, exhausted.
Crossing Lake Kluane with a 40-
32 APRIL 1990
mph headwind, Old Blue and I turned
east at Haines Juncti on.
When Claire and I had returned Blue
to Al aska from Montana in '8 1, she' d
seemed to fl y doubl e-time, like a horse
heading for the barn . Although she was
indi cating 115 mph , all calcul ati ons
gave us 145 mph ground speed. Now
the best she could do was 85 mph . I
could only think Blue wasn' t real anx-
ious to meet the customs man in
Whitehorse.
As we rounded the last bend of the
Mendenhall Ri ver, Whitehorse Airport
"IT'S BEEN
HERE 30
YEARS. IT'LL
BE HERE
TOMORROW. "
came into view. I fl ew a straight and
level turn , lined up and landed , taxiing
over to the fli ght service stati on, where
a small crew of mechani cs gathered
under Blue's wings . Several of them
remembered her from our fli ght north
in '8 1. That evening, roll ed up under
the midnight sun in the deep grass, I
thought of how fortunate I was to own
such a beautiful old pl ane, and of the
unusual circumstances that had led to
thi s fli ght.
I had come to Alaska to learn how
to fl y. After two years of working as
a nurse in a small Bush hospital in
Tanana, I took my bankroll of $4 ,500
and hopped a fli ght into Fairbanks,
hoping to buy a small , fl yabl e
machine. I had a rude awakening com-
ing. In 1980, my savings could onl y
afford a balled up pile of tubing behind
a hangar on Phillips Field , a pile that
I was not convinced had ever been an
airpl ane.
I headed back to the vill age, frus-
trated and di sappointed . In the next
few days, I thought of different op-
ti ons, all based on the fact that since
I'd never acquired anything in working
order before, why start now? I' d heard
of several wrecks in the area within a
100-mile radius of the vill age. With
the help of several local res ident s,
pl otted their approx imate sites on a
map.
Then I convinced my frie nd Claire,
who owned an Alaskanized PA-J2 , to
take several reconnaissance/sceni c
fli ght s. Within a week we' d spotted all
the sites except one, and all were either
totally inaccess ibl e without a heli cop-
ter or too far gone to justify a trip
across tundra and mount ains. Last on
the li st was a Stinson - Joe Cook's
pl ane - crashed in the earl y ' 50s about
15 mil es down the Yukon.
It was cold and gray that February
afternoon when we found something
that resembl ed her. A small patch of
dull yell ow peeked out from a snow
berm, looking like a chunk of snow
machine cowling from the air. We de-
cided to have a cl oser look. Cl aire shot
a compass heading whil e preparing to
land on a small lake. Landing on skis
in a puff of dry snow, we jumped out
and unti ed our snowshoes from the
wing strut s.
From the ground, the berm looked
like there was a school bus buri ed un-
derneath . A small metal stepl adder
pointed skyward from its snow-co-
vered heap. I was convinced it was the
cl ass ic Stinson. Us ing the snowshoes
as shovels, we stood chest-deep and
dug hastil y, uncovering a large, tat-
tered, inverted fuselage.
Claire call ed a halt . " It 's been here
30 years, it ' ll be here tomorrow. We
still have a runway to stomp out. -'
The lake was too small. Even with
building a small launch ramp and
showshoe-packing the whole runway ,
the pl ane's ski s trimmed the trees on
takeoff. Obviously, we couldn ' t return
to that lake.
Back in the vill age that evening, it
was time to organi ze a strategy wi thout
adverti sing too much. We would need
heaters, generators, saws, shovels and
come-alongs . Stan Zuray, a home-
steader 40 mil es to the north , had ar-
rived for the evening. Caught up in the
excitement , he offered to help with hi s
large freight sled and di sc iplined dog
team.
The airpl ane had lain upside down
for 30 years on the tundra, it s wings
swall owed by the tussocks and ice. We
spent several days heating the metal
wing structure with portable heaters
run by a small generator before the
ground would realease each wi ng.
They were hardly recogni zabl e.
We were pressured by an earl y thaw
and the overfl ow from a tributarv
stream flooding the river ice . The four-
mile , snow-packed trail from the river
through the spruce was dropping out.
The Lycoming engine and prop,
mounted on a fre ight sled, flipped
many times due to poor trai l conditi ons
before we got it to the more solid river
trail.
After two weeks and many trips to
the crash site by dogsled and snow-
machine - and with the help of Stan
and hi s 18-foot freight sled - much
of the Stinson was in my yard. On the
last trip, we had three sleds loaded wi th
wings and fuselage, and pulled straight
through town.
There was a big pre-dog-race party
at the time. Lots of folks were sociali z-
ing out on Main Street, most bl eary-
eyed. They came to attention as thi s
convoy of decrepit airplane part s
creaked past. It came to rest on the
sawhorses behind my house.
Later, I liked to si t on an old kitchen
chai r in place of the pilot's seat in the
fuselage and wonder just what style of
Stinson I actually had. It sure wasn' t
obvious .
Sometimes friends would visit. I
added chairs to the Stinson and wel-
comed them on fantasy excursions.
That spring I dug through all the avia-
tion books avai lable, anxious to see a
picture of what a Gullwing Stinson in
flying order looked like. Claire arrived
one evening with a folded-up pi cture
of a V -77 Stinson Reli ant Gullwing. I
couldn ' t believe that my pile of pieces
could ever have looked like the beauti-
ful plane in her photo.
The parts search was on. Many
phone call s and ads later, a contact was
made in Minnesota. He had what J
didn' t, all for sale. He was willing to
hold the parts until September while I
tried to come up with more money. I
came up with enough for the needed
parts by making tents, working part
time as a nurse and running a small
fish business.
I shipped the plane on a ri ver barge
to Nenana, where I loaded her onto a
boat trailer towed by an old Chevy
panel van. Thanksgiving, Claire and I
headed south . Nine days and 45 quarts
of motor oil later, we hit the Mont ana
border.
It took three months to restore her.
We lived in a big garage with her until
the job was done . She was reshaped,
recovered, repainted (blue) - and,
hopefull y, ready to fly .
A retired Alaska Bush pil ot, Glen
Gregory , hopped in and gave Claire
her first Gullwing flying lesson off a
Montana wheat field .
' These Stinsons are built like a
bridge," Glen said, by way of encour-
agement. "Onl y problem is they fl y
like one ... Anyway , they always get
off before they hit the fence ."
We knew he liked flying the Stinson
- which we rechristened "Old Blue"
- because he often beat us to the air-
field .
Several weeks of practice and we
were ready to head home to Alaska.
Anxious and overloaded, we took off
"YOU DON'T
CALLA
PREACHER
ON SUNDAY
FOR GAS,"
from Bozeman . We barely cleared the
hori zon. An hour later, we landed in
Great Falls and dumped 500 pounds
out of our load .
"Now she ' ll be fun to fl y," Claire
said .
The shiny, classic Stinson drew a
crowd everywhere we landed. She was
making great time . Dawson Creek,
Fort Nelson, Wqtson Lake - all
seemed to go by in a blur. We landed
in Tanana Easter Sunday, spring of
'8 1.
Over the next three years, Old Blue
received lots of tender loving care. I
got a handle on fl ying her and would
take her up between the many hours of
tinkering. I never could get myself to
load her up with fish or sled dogs. So
she enjoyed the retired life of a work-
horse getting out to stretch once in
awhile. Often the old-timers would say
that whenever they saw the old Gull-
wing flying it reminded them of the
early trapline years, when Stinsons
were the most common Bush plane.
Now it was the spring of '84. Blue
and I were heading south. After two
long days of fl ying, we reached Daw-
son Creek.
The temperature was close to 100
degrees, midday. I would take off at 5
a.m., fly three hours, then put down
until evening. The countryside had
leveled out, and I had to be more care-
ful following roads. Suddenly, they
seemed everywhere.
I found a small airstrip 20 miles west
of Edmonton and spent that evening
visiting old friends . Up and off at 5
a.m. , I was having a hard time navigat-
ing. Forest fire smoke from the Rock-
ies covered the valley. I planned to
refuel in Lethbridge, but the runway
was socked in .
Luckil y Cards ton was up on a
pl ateau, with a small paved strip five
miles from town. Blue was hot and
dripping oil from every possibl e fi t-
ting. The local preacher also ran the
fuel depot. If I learned anything on this
trip, it was that you don' t call a
preacher on 'Sunday for gas. Fifty gal-
lons of car gas cost me more than
$ 150.00.
Then off we went to Bozeman,
Mont. , with a strong tailwind. Late
that afternoon, just as we had climbed
high enough to clear Flathead Pass in
the Bridger Mountains, with Bozeman
runway visible in the di stance, the en-
gine began to surge - racing, then
slowing. We were sinking. I put the
nose down to gain speed and cool
things, looking for a place to land . I
couldn't believe we had made it thi s
far and now were heading for the
bushes - in clear sight of our destina-
tion .
I flashed back on old Joe Cook and
hi s many rough landings . Still on the
wrong side of the ridge, skimming the
hill side at treetop level, the engine
began to smooth out. I started breath-
ing again, pulling back easy on the
yoke, hoping for power enough to
climb out of the Bridger Canyon . Bit
by bit we neared the 8,OOO-foot pass
once again . My pul se raced faster than
the engine. Bozeman Airport was in
sight. Crossing the pass was like escap-
ing from jail. I put the nose down and
glided the 15 mil es to Gallatin Field.
As the prop quit spinning, Claire,
who had since become my wife , and
Chris , our 2-year-old son, ran up the
runway to greet me. I hugged them
both.
" How was the trip?" Claire asked.
" For a pl ane that didn ' t want to
come south , she did a helluva job," I
said .
"Gl en was right. She always clears
the fence. Though the cow elk had to
lie down so I could get over the pass." .
VINTAGE AIRPLANE 33
Where The Sellers and Buyers Meet ...
25¢ per word, $5.00 minimum charge. Send your ad to
The Vintage Trader, EAA Aviation Center
Oshkosh, WI 54903-2591.
AIRCRAFT:
(2) C-3 Aeronca Razorbacks - 1931 and 1934.
Package includes extra engine and spares. Fuse-
lage, wing spars and extra props. Museum quality!
$30,000 firm! No tire kickers, collect calls or pen
pals, please! E.E. "Buck" Hilbert, P.O. Box 424,
Union, IL 60180-0424.
1950 Cessna 170A - 3,200 n , 1,050 SMOH,
300 STOH, Franklin 165 w/40 amp alternator. King
radios with Loran, Digital EGT/CHT, auxiliary tank,
wing leveler, Imron paint and much more. $29,000.
Call Mark Lindberg, 415/967-4795. (4-1)
1961 Piper PA-22-108 "Colt" -150 hours SMOH
and restoration. Two people plus 36 gallons fuel
and 100 Ibs. luggage. Cleveland brakes, ELT, Es-
cort 110, EGT, CHT, beacon, new glass, tires and
Dacron cover. A lot of flight time for $9,800. Call
Chuck at 414/426-4815 days and 414/235-8714
evenings. (CST-WI). ufn
Sell or Trade 1940 Fleet 16B - O/H Kinner B5-R,
brand new unused Fahlin 92-63 prop. Guaranteed
complete except few minor instruments. Fuselage
covered Stits, Fleet Blue. Wings ready for cover.
SIS wires. ALSO historic Warner SS-50A. Was in-
stalled in stbd. position of Blimp L-8 when she
came ashore minus crew at Daly City, California in
August 1942. Complete logs show crash. Later O/H
and served on L-9 and L-l0. Was removed from
fleet to mOdify to large cylinder studs, but upon
examination of logs decided not to change anything
account of history. Cylinders removed for pickling,
engine complete and standard. SASE, no phone.
Curtiss-Reed 86-63 extra. Smith, 204 Lockport ,
Plainfield, Illinois 60544-1940. (4-1)
1935 Porterfield Flyabout - Model 35/70 - 70 hp
LeBlond engine. 84 hours since total restoration . A
true classic and award winner. $17,000. Todd, 405/
282-7580. (5-2)
Curtiss-Wright 16E - Powered by a Wright U-6-
5. This aircraft is the only known surviving example
of a 1936 CoW export order for the Argentine Navy.
The aircraft is complete and was flown as recently
as 1988. Recently imported and offered for sale at
$49,500. Contact John Tucker, 3141731-7111 . (4-1)
Taylorcraft 1941 BC12D - C85, 250 SMOH,
wings partially rebuilt, envelopes, original wheel
pants. $3,000 obo, wi ll consider trades plus cash
forC170, C180, PA12, PA20. 408/296-3458. (4-1)
ENGINES:
Dynamic Antique Radial Engine Balancing -
Specializing in Warner 145, 165, 185 engines.
"Smooth out the vibration when rebuilding. " 904/
768-5031 . (7-4)
34 APRIL 1990
MISCELLANEOUS:
Super Cub PA18 fuselages repaired or rebuilt
- in precision master fixtures. All makes of tube
assemblies or fuselages repaired or fabricated
new. J. E. Soares Inc., 7093 Dry Creek Road, Bel-
grade, Montana 59714,406/388-6069, Repair Sta-
tion D65-21. (c/4-90)
JN4-D Memorabilia - "Jenny Mail " collector
cachets, actually flown in Jenny to Day and Osh,
along with T-shirts, pins, posters, etc. Send SASE
for catalog/pricing. Virginia Aviation Co. , R.D. 5,
Box 294, Warrenton, VA 22186. (c-5/90)
NEW EAA REFERENCE GUIDE - Now in one
volume! Covering all EAA journals 1953 through
1989. Newly organized, easier to read. MUCH RE-
DUCED PRICE! Past purchasers: $7.50 USD plus
$1.50 UPS/postage, $3.00 Canadian, $7.00 other.
New purchasers: $15 USD plus $1 .50 UPS/post-
age, $3.00 Canadian, $7.00 other. VISAIMASTER-
CARD accepted. John B. Bergeson, 6438 W.
Millbrook Road, Remus, MI 49340. 517/561-2393.
Note: Have all journals. Will make copy of any ar-
ticle(s) from any issue at 25¢ per page. ($3.00
minimum).
" Meticulous Delineations" - Antique scale
model construction plans, or wall decor by Vern
Clements (AiC 5989) , 308 Palo Alto, Caldwell, ID
83605. Catalog/Info/News $3.00, refundable. (7-4)
Porterfield Landing Gear Vees - $100. Ryan
PT-22 parts, controls, flying wires, L.G. parts, en-
gine mounts, tailwheels and much more. Kent
McMakin, 815/624-6617 eves. (4-1)
1910-1950 Original Plane and Pilot Items - Buy
- sell - trade. 44-page catalog over 350 items avail-
able, $5.00. Airmailed. John Aldrich, POB-706 -
Airport, Groveland, CA 95321 , 209/962-6121 . (9-6)
Sectional Charts - 1941 to 1966, many areas.
Send long SASE for descriptive price list. Edward
Peck, Rt. 2, Box 225-A, Waddy, KY 40076. (4-1)
For Sale - Beautiful winged CONTINENTAL en-
gine "Powerful as the Nation" 1930/40's era water
transfer decals. Red , black and silver, just like Con-
tinental made 'em. 6" by 2". Apply face up or down
to cowl, panel , windows. Pair, postpaid, $6.50. Cur-
tissAldrich, POB-21 , Big Oak Flat, CA 95305. (4-1)
WANTED:
WANTED: Right streamlined gear leg, tapered
axle, shinn wheel for 1938 Aeronca C50 Chief.
Minor axis 7/8 inch, major 2 inch. Also complete
set of rudder, brake pedals for Fleet 16B. Smith,
204 Lockport, Plainfield, Illinois. 60544-1940.
MEMBERSHIP
INFORMATION
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Membership in the Experimental
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for one year, including 12 issues of
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be a current EAA member and must
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Non-EAA Member - $28.00. In-
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EAA Antique-Classic Division, 12
monthly issues of The Vintage Air-
plane, one year membership in the
EAA and separate membership
cards. Sport Aviation not included.
lAC
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nually which includes 12 issues of
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are required to be members of EAA.
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which includes a subscription to
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required to be members of EAA.
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included). Current EAA members
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YOUR PROP
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from fingerprints, dust, and
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beautiful sleeves printed with
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81 /2" x 48". Send $37.50 to
KCP Enterprises.
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Custom quality at economical prices.
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Free catalog of complete product line.
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styles of materials: $3.00.
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VINTAGE AIRPLANE 37
by George Hardie Jr.
There is considerable mystery as to
the eventual fate of this airplane. The
photo was taken in a hangar at the
Wayne County airport, according to
known sources. The photo was submit-
ted by Jack McRae of Huntington Sta-
tion, New York. Answers will be pub-
lished in the July 1990 issue of VIN-
TAGE AIRPLANE. Deadline for that
issue is May 10, 1990.
38 APRIL 1990
Nathan Rounds of Zebulon, Georgia
submitted a detailed answer to the
Mystery Plane for January. He writes:
"This January Mystery Plane is the
Wilcox T-12-1 airplane - it was built
about 1930 in Tulsa, Oklahoma. In
fact, it was built in the town of the
picture submitter, George Goodhead .
It was powered by a Warner engine,
probably a 100 or 125 hp model of the
Scarab, which was originally manufac-
tured from vendor parts near my
father ' s home town in Michigan - he
was from Dowagic which is 15 miles
from Niles, Michigan where the
Warner was first manufactured before
moving to Detroit, Michigan.
Enclosed is a three-view of the Wi 1-
Wilcox T12-1
._- - -- - -- - - --- - --
.. _-------;- ---.
1-"-------V·T-------1
H. F. WILCOX AERONAUTICS, INC.
Tuh.,Okl•.
MODEL: T 12-1
3 PUCE
ENGI NE: W ARNER
cox. It was built by the W. F. Wilcox
Aeronautics, Inc . Company. In some
references they refer to it as a two place
trainer and in some a three place
airplane - take your pick ."
George Goodhead, Tulsa, Ok-
lahoma, who submitted the photo,
writes: "These are photos of the H. F.
Wilcox Trainer that was built here in
Tulsa back around 1928/ 1929. The
three-view drawing of this ship was
published in the 1930 Aircraft Year-
book.
These photos were taken by Howard
Pettit who was working for Wilcox at
that time. He now lives in Wichita,
Kansas . I received the photos from
Walter D. House, an aviation historian
and collector of old photographs at
Wichita."
Quoting from Aero Digest for June,
1930: "A biplane designed by W. S.
Collier of the H. F. Wilcox Aeronau-
tics, Inc . , of Tulsa, will be manufac-
tured by the Wilcox company. The
plane has a cruising speed of about 100
miles an hour, a landing speed of 35
miles per hour and a high speed of liS
miles per hour, and is powered with
IIO-horsepower Warner Scarab en-
gine. The overall length is 21 feet and
the wing span is 31 feet. Dual controls
and a set of Navy type instruments are
provided . The plane is designed as a
training ship. The plane will be pro-
duced with any type powerplant de-
sired within the 100 to 150 horsepower
range." .
VINTAGE AIRPLANE 39