FEBRUARY 2010
STRAIGHT & LEVEL GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
Freedom and EAA made a difference. 125,000 EAA members, speaking with a strong and unified voice, help keep the flame of freedom burning brightly. However, many challenges remain. We need your help to fuel that fire…
my fellow aviators, remain deeply concerned about our freedom to fly. You You have to won der, “What’s next?” Because of these continuous threats, we all need to stay vigilant and continue to engage ourselves
to build stronger representation in than 5,300 square feet, which also houses an outstanding clubhouse Government affairs, continue vigorous activities at the local facility.. Our clubhouse is decorated facility with dozens of aviation artifacts, level—through EAA’s strong Chapter antique aviation signs, photos, network—and further develop youth pro gra ms so tha t the avi aviat ation ion cha challand paintings. One unique, signed progra photo is of the founder of the Ex- lenges of the future can be met with perimental Aircraft Association. In skill, talent and knowledge.
in the debate of all aviation issues, local and otherwise. Be it throughthe-fence issues or airspace changes or whatever, we need to continue to be committed to the association and speak with a strong and unified voice in an effort to help keep the flame of freedom burning brightly,
The price of Freedom is measured not in time but in commitment. Join us. Freedom Freedom is what EAA is all about.
as Paul spoke about so many years ago. At least once every few months when I catch myself walking past
Vintage Aircraft Assoc iation Chapter 37 in Auburn, Indiana, is a truly exceptional group of individuals. Now nearly 70 members strong, we are privileged to have a hangar facility that consists of more
your chapter facility, you, too, may have one of these highly treasured photos, first published in the late 1980s, titled “Freedom is what EAA
is all about.” Here are the words of our founder as they appear on this most treasured aviation artifact:
Signed: Paul H. Poberezny this picture of Paul, I will pause and read these words to yet again Isn’t it amazing how so few of remind myself why this organization is so important to my way of
Free Fr eedo dom m to cr crea eate te an and d bu buil ild… d…to to dream…to fly. Freedom is something that is often taken for granted…until it is lost. Freedom is a precious gift that has h as been given to us by our forefathers and by all who served—and died—in wars fought in its name. Yet, there are those who would chip away, erode and destroy this most basic right. Restrict our ingenuity and inventiveness. Take away our availability to move freely across our borders . . . to dull our senses and blur our view from the top. For more tha than n 35 3 5 years y ears,, EAA E AA has carried this banner of personal freedom. We have persevered…and won many battles along the way. I believe that, in some small way, we have
life. It also continuously reinforces my personal commitment to this wonderful group, and it keeps me focused on the importance of these freedoms Paul referred to. Virtually little has changed when it relates to the threats to these freedoms we still hear about on nearly a daily basis. It also serves as a constant reminder to me of my gratefulness and appreciation of all of our Armed Services. Many thanks to all of our service members, past and present, for choosing to serve. We are forever in your debt! VAA is about participation: Be a member! Be a volunteer! Be there!
You have to wonder, won der, “What’’s next?” “What these threats to our way of life have really changed much over the past 20-plus years? Since he wrote these words, it’s been 57 years since he founded EAA, and we now number more than 170,000 members. Yes, the EAA has accomplished a great deal in the arena of government affairs before and after Paul wrote these important words of wisdom. But many of these challenges to our way of life are very much still in existence today. I, like many of
A I R P L A N E
FEBRUARY
Vol. 38, No. 2
2010
CO NTENTS Straight & Level IFC IFC
Freedom and EAA by Geoff Robison
2
News
4
2010 VAA Friends of the Red Barn B arn Campaign
6
Larryy Howard’s Larr Howard’s Lovely Laird
‘Te thoroughbred of the airways’ by Sparky Barnes Sargent
16
Dear Jenny . . . A fellow never forgets his rst love by Bill Larmore
19
16
My Friend Albert Vollmecke Part II by Robert G. Lock
26
28
32
Light Plane Heritage Te 1923 Mummert Sportplane by Jack McRae
Te Vintage Mechanic My thoughts on propeller care, Part I by Robert G. Lock
Te Vintage Instructor Tat turn to nal by Steve Krog, CFI
34
6
Mystery Plane by H.G. Frautschy
STAFF EAA Publisher Director of EAA Publications Executive Director/Editor Production/Special Project
Tom Poberezny Mary Jones H.G. Frautschy Kathleen Witman
Photography Advertising Coordinator
Jim Koepnick Bonnie Kratz Sue Anderson
What Our Members Are Restoring
36
Classied Ads
39
Classied Ad Coordinator Copy Editor Director of Advertising
Lesley Poberezny Colleen Walsh Katrina Bradshaw
Display Advertising Representatives: Specialized Publications Co. U.S. Eastern Time Zone-Northeast: Ken Ross
COVERS
FRONT COVER: Some of the rar est of antique biplanes around today are those
built by the E.M. Laird Airplane Company. World famous in their day, few were built in quantity, meaning meaning that even fewer sur vived the ensuing decades. This beautiful example of a Laird LC-1B-300 was restored by Larr y Howard. Read Sparky Barnes Sargent’s ar ticle on its restoration beginning on page 6. EAA photo by Mike Steineke; Cessna 210 photo plane flown by Bruce Moore. BACK COVER: Hats in the Ring, by noted artist James Dietz, depicts the Nieuport 28 biplanes of the “Hat in the Ring” 94th Aero Squadron in 1918. This detail of the painting (the original is significantly wider; if this is widescreen, Dietz’s painting is Cinemascope!) also shows a Packard staff car. The painting is oil on canvas. It was finished in time for the Automobile Fine Ar tists of America show at the Pebble Beach Concors d’Elegance in 2009. No prints are available of the ar twork. For more information on the artwork of Jim Dietz, visit www.jamesdietz.com .
609-822-3750 Fax: 609-957-5650 609-957-5650
[email protected] U.S. Eastern Time Zone-Southeast: Chester Baumgartner 727-532-4640 Fax: 727-532-4630 727-532-4630
[email protected] U.S. Central Time Zone: Gary Worden and Todd Reese 800-444-9932 Fax: 816-741-6458 816-741-6458
[email protected]; gary.worden@spc-mag .com;
[email protected] U.S. Mountain and Pacic Time Zones: John Gibson 916-784-9593 Fax: 510-217-3796 510-217-3796
[email protected] Europe: Willi Tacke Phone: +49(0)1716980871 +49(0)1716980871 Fax: +49(0)8841 / 496012 willi@ying-pages.com VINTAGE AIRPLANE
1
VAA NEWS of AirVenture 2010, whether or not they are able to participate in the mass arrival.” Several of the DC-3s have been regular visitors to Oshkosh in past years, while others have made only rare appearances or have never been here.
DC-3 Celebration at EAA AirVenture AirVenture Oshkosh They’re coming from everywhere; some three dozen DC-3 and C-47 aircraft have already shown interest in participating in “The Last Time . . .,” the 75th anniversary celebration of the aircraft at EAA AirVenture Oshkosh 2010. The list of potential aircraft that will be participating in the DC-3 mass arrival is still being finalized, but many of the participants are listed at www.TheLastTime.org , a nonEAA website dedicated to the formation arrival coming to Oshkosh. The registration list for the mass
cause of limitations at the staging airports. Other DC-3/C-47 operators are welcome to participate, however, however, by individually flying to AirV AirVenture, enture, which will be held July 26-August 1 at Wittman Regional Airport in Oshkosh. Those Oshkosh. Those operating the aircraft are asked to contact Adam Smith at EAA headquarters at
[email protected] . “This is a tremendous response in just the several weeks since the 75th anniversary commemoration was announced,” said Smith, EAA’s vice president of membership. “W “Wee are still receiving inquiries from own-
arrival July 26 it’s hasnecessary reached beits limit of on 35 aircraft;
ers some very and we of welcome all ofspecial them DC-3s, to be a part
In all, it promises to be the largest airborne group of DC-3s assembled since World War War II, and likely the last. One of the details being solved currently is parking for this many magnificent DC-3s at Oshkosh. It’s anticipated that AeroShell Square, along with the Warbirds and Vintage aircraft parking areas, will be fully engaged in showcasing these venerable airplanes. Fewer than 100 of the aircraft remain airworthy in the United States, meaning that nearly half of the current fleet could be present at AirVenture 2010. The weeklong festivities at Oshkosh will also include historical and technical forums/presentations, fly-bys, and a special evening program commemorating the DC-3 at the Theater in the Woods.
Marking Cherokee’s 50th With Mass Oshkosh Arrival Along with a DC-3 celebration at Oshkosh this summer, enthusiasts will honor another iconic general-aviation airplane of the past halfcentury, the Piper Cherokee. A mass arrival of 50 aircraft will kick off the celebration with other activities and programs included for Cherokee owners and enthusiasts throughout the week. All Piper Cherokee clubs and owners groups are invited to participate. According to the “Cherokees to Oshkosh” website, the mass arrival of Cherokees will be on Friday, July 23, which is the weekend before AirVenture’s opening day. The Cherokees 2 Osh group has already filled its maximum of 50 aircraft, but all Cherokee owners o wners and pilots are welcome to arrive at Oshkosh independently and participate in all the other festivities.
More than 30,000 Cherokees and their direct descendants, Piper Warriors and Arrows, have been built since Piper received its FAA type certificate in 1960. Additional highlights and details of the Cherokee 50th anniversary will be announced as they ar e fi nalized. You can learn more mo re about the celebration at www.Cherokees2Osh.com . Several other airplane groups are planning their traditional group flights to Oshkosh; to learn more, visit their individual websites: Bonanzas to Oshkosh (www.B2OSH.org ( www.B2OSH.org ), ), Mooney Caravan (www.MooneyCaravan.com (www.MooneyCaravan.com ), and Cessnas to Oshkosh (www.Cessnas2Oshkosh.com (www.Cessnas2Oshkosh.com ). ). 2 FEBRUARY 2010
CALL FOR VINTAGE AIRCRAFT ASSOCIATION
Nominations
Bonus EAA Magazine for Some Members
Those of you who are VAA mem bers with a “non EAA-magazine” membership may have noticed that you received a January 2010 copy of the newly revamped EAA Sport Avia Aviation tion . Rest assured
your membership status hasn’t changed, but EAA felt everyone
To nominate someone is easy. It just takes a little time and a little reminiscing on your part.
should get a chance to see the new Sport Aviation , so all EAA members received a copy. Stickers explaining the courtesy cour tesy copy were placed on the back of the poly bag in which the magazine was mailed, but in case you missed it, that’s why you received a copy. If you’d like to continue receiving the new Sport Aviation , please call our mem-
bership services department at 1-800-Join-EAA (800-564-6322) to upgrade your membership.
Mail nominating materials to: to: Remember,, your “contem Remember “contemporary” porary” may be a candidate; nominate someone today! www.VintageAircraft.org
continued on page 36 VINTAGE AIRPLANE
3
2010 VAA Friends of the Red Barn Campaign The VAA annual fundraising campaign fuels VAA action by H.G. Frautschy
Each year at EAA AirVenture Oshkosh the largest single space for the display of enthusiasts’ aircraft is the Vintage parking and camping area. For more than three decades it’s been not only a picturesque scene of the finest restored airplanes in this country, but also a gathering place for aviation people and their magnificent machines to share knowledge and friendship. Each day during the convention, we get to see the widest variety possible of airplanes, including a few one-of-a-kind aircraft. Don’t forget the special Type Club parking area, where we host many examples of a particular manufacturer’s airplane. From replica race planes to the American Barnstormers Tour, the amazing colors and outlines of the golden age of
Tall Pines Café, as well as for upkeep of many structures. There’s never a shortage of windows that need caulking, doors that need to be replaced, and roofs that need to be repaired. To be certain, almost all of the labor involved is performed per formed by our dedicated and talented volunteers, but what about the cost of supplies and hardware? That’s where our Friends of the Red Barn campaign comes in—it provides all of us, who wish, the opportunity to assist in the vital financial support of the VAA’s activities. We’re most appreciative of the contributions made by hundreds of VAAers who see the tangible benefits of supporting their fellow VAA members in this manner. As a critical part of the VAA budget, the fund pays for such
Many services are provided to vintage aircraft enthusiasts at EAA AirVenture Oshkosh. From parking airplanes to feeding people at the Talll Pin Tal Pines es Caf é and a nd Red Bar Barn, n, volu vo lunte nte ers do it all. Some may ask, “If volunteers are providing the services, where is the expense?” Glad you asked. The scooters for the flightline crew need repair and batteries, and the Red Barn needs paint, new windowsills, updated wiring, and other sundry repairs, plus we love to care for our volunteers with special recognition caps and a pizza party. The list really could go on and on, but no matter how many expenses we can point out, the need remains constant. The Friends of the Red Barn fund helps pay for the VAA expenses at EAA
diverse items as VAA during the annual EAAawards aircraftpresented awards program, special recognition for our many volunteers, and expenses associated with our special displays, forums, and educational areas such as the VAA Workshops and Type Clubs located in the new Vintage Hangar.
and aviation enthusiasts come back year after year to work, relax, and enjoy aviation’s premier event. It’s a place to rekindle old friendships and make new ones. A time to relax and enjoy aviation, learn something new, and rub elbows with our fellow aviators. As you can imagine, it takes some fairly substantial
Your annual contribution made in the first half of 2010 will directly benefit this year’s convention activities and VAA programs throughout the year. Please consider actively participating in the 2010 VAA Friends of the Red Barn Campaign. Your donation is tax-deductible to the extent allowed
financial resources to underwrite such an event, and the Vintage area at EAA AirVenture Oshkosh is no exception. The Vintage Aircraft Association has, by necessity, elected to underwrite a portion of its yearlong activities with funds other than members’ dues. The proceeds from this fund pay for
by law, and you can enhance your participation if you work for a matchinggift company. You can do so by copying and filling out the form included on these pages, by filling out and sending in the form included in the mailing that will arrive in your mailbox in April, or by donating online at www.VintageAircraft.
Toni’s i’s Red Car Carpet pet Exp Expre ress ss Rep Repair airss and a nd Rad Radio ioss • Ton Caps for VAA Volunteers • Volunteers • Pizza Party for VAA Volunteers • Flightline Parking Scooters and Supplies • Breakfast for Past Grand Champions • Volunteer Booth Administrative Supplies
all sorts of volunteer activities and improvements to the VAA area, as well as supporting VAA advocacy advocacy efforts effor ts and educational endeavors. It serves as working capital for improvements such as the new kitchen for the popular VAA
org/programs/redbarn.html . If you desire more information concerning the VAA Friends of the Red Barn Campaign, feel free to call us at 920-426-6110. We’d be happy to speak with you!
Booth Administrative Supplies • Membership • Signs Throughout the Vintage Area • Red Barn’s and Other Buildings’ Maintenance Talll P ine s Café C afé din dinin ingg tent t ent • Tal • And More!
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AirVenture Oshkosh, and it’s a crucial part of the Vintage Aircraft Association budget. Please help the VAA and our nearly 500 dedicated volunteers make this an unforgettable experience for our many EAA AirVenture guests. Your co cont ntriribut but ion now re reall all y doe s mak e a difference. There are seven le vels of gifts and gift recognition. Thank you for whateve r you can do. Here are some of the many activities the Friends of the Red Barn fund underwrites: • Red Barn Information Desk Supplies • Participant Plaques and Supplies
aviation areAllonofdisplay all to see each year. this is for possible through the efforts of the nearly 500 VAA volunteers, the volunteer VAA board of directors, and the VAA staff. Their passion is what makes it a great place to be throughout the week at Oshkosh; and it’s why so many visitors
FEBRUARY 2010
Please help the VAA make EAA AirVenture Oshkosh an unforgettable experience for our many guests. Become a Friend of the Red Barn. EAA VIP Center
Diamond Plus
Diamond
Platinum
Gold
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Loyal Supporter
$1250 2 people/Full Week
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2 pe peop ople le/2 /2 Da Days ys
2 pe peop oplle/ e/11 Day Day
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2 Tickets
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1 Ticket
2 Pe Peop ople le/F /Ful ull Wk Wk
2 Pe Peop ople le/F /Ful ull Wk Wk
2 Peo Peopl ple/Fu e /Fullll Wk
1 Pe Pers rson on/F /Ful ull Wk Wk
Special FORB Cap
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Two Passes to VAA Volunteer Volunteer Party
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Special Friends of the the Red Barn Badge
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Access to Volunteer Volunteer Center
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VIP Air Show Seating Close Auto Parking Two Tickets Tickets to VAA Picnic Picnic Tri-Motor Tri-Mo tor Certificate
Breakfast at Tall Pines Café
Donor Appreciation Certificate Name Listed: Vintage Airplane Magazine, Website, and Sign at Red Barn
✃
VAA Frie F riends nds of the Red Bar Barn n
Name______________________________________________________________________E Name__________________________________________ ____________________________EAA AA #___________ VAA #___________ Address___________________________________________ Address_____________ ___________________________________________________________ __________________________________________________________ ______________________________ _ City/State/Zip__________________________________ City/State/Zip_____ __________________________________________________________ __________________________________________________________ _________________________________ ____ Phone________________________________________ Phone___________ ________________________________________E-Mail_______ ___________E-Mail____________________________________ _______________________________________ __________ Please choose your level of participation: ____ Diamond Plus - $1,250.00 ____ Silver Level Gift - $250.00 ____ Diamond Level Gift - $1,000.00 ____ Bronze Level Gift - $100.00 ____ Platinum Level Gift - $750.00 ____ Loyal Supporter Gift - ($99.00 or under) ____ Gold Level Gift - $500.00 ____ Your Support $_______ ■ Payment
enclosed (Make checks payable to Vintage Aircraft Assoc.) ■ Please charge my Credit Card (below) Credit Card Number _____________________________ Expiration Date _________ Signature_________________________________________
Mail your contribution to: VAA FORB PO Box 3086 OSHKOSH, WI 54903-3086
*Do you or your spouse workask for your a matching-gift company? If so, this qualify for a matching donation. Please human resources department forgift themay appropriate form.
Name of Company __________________________________________________________________ __________________________________________________________________ The Vintage Aircraft Association is a nonprofit educational organization under IRS 501c3 rules. Under federal law, the deduction from federal income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons. VINTAGE AIRPLANE
5
‘The thoroughbred of the airways’
BY SPARKY BARNES SARGENT
T
he biplane was elegantly poised on the flightline, its shimmering golden-bronze wings and empen-
a sublime semblance of the golden years of aviation. This Laird LC1B-300 is a sight so alluring and lovely that it’s somehow surprising to learn that this “thoroughbred of the airways” was quite the
September 1930. Let’s Let’s wing our way through the highlights of this biplane’s life, as owner/restorer Larry Howard shares its colorful details.
nage softly framing a bold black fuselage, creating
workhorse after it first flew away from Ashburn Field in Chicago in
First of all, let’s place this Laird in its appropriate context—there were
6
A Thoroughbred’s History
FEBRUARY 2010
Larry Howard’s
Lovely
Laird
MIKE STEINEKE
VINTAGE AIRPLANE
Januarr y 1928 Popular Aviation Janua
only four LC-1B-300s built by the
Aviation January 1928
The first owner, A.D. Knapp,
April 1928 Aero Digest April
pilots arrived at each stop.”
7
E.M. Laird Airplane Company, and each one was built by hand. The “C” stands for commercial, and the “1B-
lived in the Detroit area and soon sold the biplane to another pilot in the area. In May 1931, it was
During the mid-to-late 1930s, the biplane was flown to its new home in Pennsylvania, and a banner re-
300” indicates that NC10402 was a high-performance version, powered by a Wright J-6-9 of 330 hp. “There were less than 40 Laird commercial aircraft built all together, from 1925 up into the early 1930s,” explains Larry. “Of those, there were about three built with an OX-5 engine,
purchased by Thomas Berry Colby, vice president of Berry Brothers Incorporated (maker of Berryloid aircraft finishes). As with the previous five airplanes the company owned, the Laird was christened after its advertising slogan, “On the Wings of Progress,” and bore the number
lease mechanism from a PCA-2 autogiro was installed. NC10402 started towing banners—first in Pennsylvania and then at Miami Beach. In 1941, yet another owner installed a 30-gallon smoke-oil tank in the front cockpit, and the Laird was used for an additional form of
two with the Wright J-4, and most of them had Wright J-5s. Four had the Wright J-6-9s, of which this is one—this airplane was built in 1930 and had a very fun life.”
“VI.” “Colby flew it as an official ship during the 1931 Ford National Air Tour,” says Larry. “He was the assistant timer and flew ahead of the fleet. He took the times as the
aerial advertising—sk advertising—skywriting. ywriting. The biplane changed hands several times during World War II and was flown to its next home in Van Nuys, California, in May 1945. “Un-
D R A W O H Y R R A L Y S E T R U O C
The Laird, after conversion to a sprayer in 1952. Extensive modifi cations were made to the rudde rudder, r, fin, and an d cockpits, and a Lycoming R-680 had been installed in place of the Wright. 8 FEBRUARY 2010
NC10402 as it emerged from the E.M. Laird Airplane Company at Ashburn Flying Field, Chicago.
munication with Mr. Edmiston, who owned the Laird but didn’t want to sell it.” Backing up just a bit, Larr y shares how he became interested in aviation. “I’ve dreamed of flying airplanes since I was a teenager,” he recalls, smiling. “In those days Mechanicx Illustrated had had cards you could tear out and send in to get a brochure about Cessnas and Beechcraft and whatnot. Eventu-
June 1929 Aero Digest June
fortunately it was wrecked on its arrival,” says Larry, “but after it was rebuilt, it served for the United States Army as a coastal patrol and target tug off the coast of California.” In 1946, the Laird flew to Long Beach with another owner and was converted to a crop duster. A hopper, venturi, and agitator were
April 1930 Aero Digest April
the biplane worked in the California valley and Arizona f or several years—up through 1957. By the late 1950s, the thoroughbred “was retired to a duster’s yard in Woodlake, California,” says Larry. “It was discovered as a derelict behind a hangar there by local Dick Edmiston. He rescued it in 1984 and spent years
ally I bought the very aircraft that I was dreaming about—my first airplane was a 1957 straight-tail Cessna 182, and then I had a V-tail Bonanza. Thankfully, I got to know Addison Pemberton [a neighboring antiquer] who infected me with the old-airplane disease. And before you know it, I was trying to explain to my wife why I needed to buy a wrecked Great Lakes in Guatemala. I brought it back to the United States and restored it from the frame up.” It was during that time that he began talking with Dick, and in November 2001, after completing the Great Lakes, he bought the Laird. Chuckling, he reflects, “I kind of
installed, and “all of the controls were taken out and BT-13 controls were put into it,” says Larry, “along with a BT-13 tail wheel. It served as a duster in southern California for several years.” Then in 1952, the Laird was converted to a sprayer. A metal tank and sprayer bars, along with a Lycoming R-680-13, were installed, and
trying to get it restored.”
Owner/Restorer Enter Larry, a dentist (now retired) from Greenacres, Washington. He heard about the aircraft from a patient. “We were talking about airplanes, and he said, ‘I know a guy who has a Laird’—and that started about a five-year com-
went to grad school in the restoration game, straight from the grade school of a Great Lakes to the Laird, and I loved learning the skills involved. I live at Sky Meadows Airpark, and my hangar and shop is just 100 feet from the house. I don’t like television, so I work in my shop every evening, and it was a fun project. It is very rewarding
D R A W O H Y R R A L Y S E T R U O C
During th the Fo Ford Na National Ai Air To Tour in in 19 1931.
The Laird as a skywriter with a 30-gallon smoke-oil tank in the front cockpit and extended stacks. VINTAGE AIRPLANE
9
D R A W O H Y R R A L Y S E T R U O C
(February 2004) Larry Howard works on the wings. You can also see the unusual aluminum tube fuselage framework construction. All steel junctions were plated with silver cadmium, and the aluminum tubing was coated with zinc chromate.
Larry Howard with his bare Laird in July 2005.
D R A W O H Y R A L Y S E T R U O C
It takes quite a few helping hands to carefully install the wings. STEVE SCHULTE
The neatly finished baggage compartment, aft of the pilot’s seat.
to see this aircraft come to life, after spending about nine years and thousands of hours restoring it.” Research
A good portion of those hours were invested in research. In his quest for drawings, he traveled to the Smithsonian and the FAA office in Chicago, but departed emptyhanded. He did collect some drawings when he “communicated with T N E Matty Laird Jr. in Carson City.” He G R A also spoke with a 90-year-old Laird S The distinctive rounded tail group of the Laird. 10 FEBRUARY 2010
S E N R A B Y K R A P S
owner in Canada: “Mr. Edmiston had actually collected quite a few, and he had communicated with the Colby family, as well,” says
STEVE SCHULTE
The instruments were overhauled by Keystone in Lock Haven, Pennsylvania.
The folding windscreen for the front cockpit can easily be installed or removed.
S O T O H P T N E G R A S S E N R A B Y K R A P S
These 30 x 5 wheels were made by Dick Fisher of California.
A spacious front cockpit seats two—note the fuel tank below the panel. VINTAGE VINT AGE AIRPLANE
11
MIKE STEINEKE
Larry. “It was interesting, though, that sometimes I’d have two or three drawings of the same part, yet they were different, because the airplanes were pretty much all custom, hand-built to order; they weren’t production line.”
Fuselage The Laird’s fuselage isn’t made from steel, as one might think. The tubing that composes the complex framework is all aluminum. “The tubing fits into steel clusters at each station,” explains Larry, “and the longerons slide through these
interesting feature that is easily visible in the cockpit is an elevated floorboard, which neatly conceals the flight control connections and cables. “Down in the belly, just above the last station, is a plywood floor that goes from the firewall all the way to the back of the aft cock-
LC-1B-300
weldments—while the vertical and horizontal tubes just nest in. There is one bolt that bolts through the longeron, to locate the longeron fore and aft, but that’s the only bolting. Then there are tie rods at each station in all directions— they go crosswise through the center of the station, and the sides, bottom, and top all have cross tie rods in them. There are up to 12 tie rods per station, with at least 60 tie rods in the whole fuselage. It’s very much like the construction of World War I airplanes that were built out of wood, with steel stations and tie cables. So the construction was difficult, especially since those stations had corroded after being a duster for years.” Larry built the adjustable alumi-
pit,” he explains. “All of the controls are underneath that plywood floor; so the cockpit is very clean, both front and back. You could fill it up with marbles, and they wouldn’t run into the belly!” Another feature—the combined rudder/brake pedals—requires some fancy footwork of the pilot. “There’s a structure that suspends the brake mechanism under the floor, and the rudder pedals rotate inward for brake. The brakes are unique in that the rudder pedals are longer on the inside than they are on the outside. You have to push on the inboard side of the rudder pedals to activate the brakes, which is quite a difficult undertaking, to train yourself to do that,” notes Larry Larr y, smiling. “That’s the hardest task of flying the
According to the late aviation historian Joseph Juptner, this model Laird was cleaned up aerodynamically by the addition of a low-drag cowl, and its lower wing roots were neatly faired into the fuselage—plus it had the advantage of 30 extra horses. With an upper wingspan of 34 feet and a lower span of 30 feet, this thoroughbred measures 23 feet 9 inches from tip to tail. It came equipped with a Pioneer instrument panel, an Eclipse hand inertia starter, and a Hamilton-Standard groundadjustable propeller. Its landing gear was the split-axle type with rubber shock cords for smoother landings, Goodrich tires, and Bendix brakes. Today, as powered by a 300-hp Wrightt J-6-9, the Laird has an empty Wrigh
weight of 1,958 pounds, a gross weight of 3,022 pounds, and a useful load of 1,064 pounds.
airplane—getting from landing to braking. Also rare for the time was that the throttle, mixture, and carb
num seat for the rear cockpit by taking measurements from an original one that he was able to locate. One
12 FEBRUARY 2010
The Laird’s trim system is rather nice, with a full trimming stabilizer.. A Johnson bar provides gross lizer
T N E G R A S S E N R A B Y K R A P S
Larry Howar Howard d
trim control, and a wheel directly behind that provides a fine trim control. “You can trim it up at any power setting to fly straight and level,” says Larry, “which is nice! You can’t do that with all old airplanes. It’s a pushrod affair that actually works a bell crank, which jacks the tail up and down.”
Wright Since Larry lives in Washington, where mountains loom large on the horizon, he decided to go with a later version of the Wright Whirlwind, instead of the older “snap cap” engine. Radial mechanic Al Holloway of California overhauled the Wright J-6-9 R975-11. “This one is a sacrificial ‘oiler’ engine, so it has pressure lubrication to the valves on the top half of the engine and gravity lubrication to
T N E G R A S S E N R A B Y K R A P S
the ones on the bottom. It s a very nice, clean-running engine—it does not leak very much at all,” he says, adding, “John Swander of Missouri built the cowling ring for it.”
Finishing Touches
Surprisingly, most of the wing Surprisingly, hardware, along with the original flying and landing wires, survived those long years of neglect. “That was a big help,” he comments. “The wings are built of spruce with truss construction ribs. The cap strips are all routed, and the center
The tail group is of mixed construction; the horizontal stabilizer is built of wood, but the fin, rudder, and elevators are all welded steel tubing. They presented yet another challenge to this restorer. “They’d all been extensively modified when it was a duster,” Larry details. “At one stage, the aircraft had a Cessna T-50
Meticulous with his restoration, Larry took the time to include several nice yet subtle finishing touches for his rare Laird. For one, he installed a brass trim plate along the top edge of the front cockpit, which has LAIRD neatly engraved on its top, polished surface. Brass buckles and latches fasten the front cockpit and baggage compartment (there are two) covers, and a three-piece folding windscreen for the front cockpit can be quickly installed or removed with brass thumbscrews. But perhaps the crown jewels of these extra details are the navi-
webs are reinforced with diagonal reinforcingplywood strips. There are two very healthy spruce spars, so each wing is very strong, and the ailerons are built of wood, as well. All the wood construction is new, of course, which is not surprising
tail and thecut bottom footwheel of the installed, rudder had been off to accommodate that. It had a balanced rudder and fin design built on top of it, so I rebuilt all of those parts. Some of the structural welding was done by Matt Burrows of Spokane.”
gation lights. Originally, thelights, Laird was equipped with Pioneer which could be ordered through the Nicholas-Beazley catalog of the day. “I’ve only seen them on two other airplanes, and I couldn’t locate any,” explains Larry, “so
Rubber shock cords cushion the Laird’s landings.
heat controls were located in the sidewalls of the cockpit.”
for an airplane of this vintage.”
Empennage Wings
VINTAGE AIRPLANE
13
I made my own light bases using rubber molds and lost wax casting. I reproduced the lights, the lenses, and the castings [for the fixtures].” A few modifications were also
gear, and the way the wheels are set up, the camber actually changes— when it’s in flight attitude, the gear has a neutral toe in and toe out. But as the weight of the aircraft comes
made for safe operations in today’s environment. They include modern avionics, such as a transponder, encoder, GPS/comm, emergency locator transmitter, and a fuel flow meter. Additionally, a Scott tail wheel (as opposed to a tailskid) and hydraulic brakes have been installed.
down on the wheels, they toe in because of that camber. So in normal landing configuration, it’s very docile, and it rolls out straight and handles just fine. It much prefers a three-point landing; it tends to dart and weave on a wheel landing,” he explains. “During crosswind landings, you’ve got to get it going straight, or else it’ll skip, and with all the bungee cords in there, it’s like a slingshot—so it can relaunch itself pretty easily. And at that point, it quits flying all together! So we tend to make approaches at about 80 mph and start to flare at 75, and once you get to 55, it’s done flying all together. You have to be very near the ground or it will land, because the thin airfoil does not allow it to float. Yet Yet the aircraft glides surprisingly well; compared to something like a PT Stearman, it will glide 50 percent better at the same speed. It’s taken most people who have flown it a while to get used to that—you have to fly a little bit bigger approach because it doesn’t like to come down.”
Aloft in the Laird NC10402’s first flight was in September 2008, and Larry logged about 20 hours before winter set in. This past spring, it returned to the sky. “We’ve put about 120 hours on the airplane this year already,” he says. The Laird maneuvers nicely on the ground, thanks to its steerable tail wheel and BT-13 brakes. Accelerating down the runway on its 30 x 5 wheels (made by Dick Fisher of California), the biplane begins levitating skyward at 80 mph. “It’s a very spirited aircraft on takeoff,” says Larry, smiling. “It climbs out somewhat over 1,600 feet per minute, and the takeoff run is very short. It’s got a very skinny wing with a little undercamber on the bottom of the
E T L U H C S E V E T S
S O T O H P T N E G R A S S E N R A B Y K R A P S
wings, and I was real concerned that it would have a lot of adverse yaw
One of the most rewarding aspects of this restoration is that, af-
is
and be astaller, snappybut staller. a snappy it hasWell, very itlittle adverse yaw once it’s in the air. It’s a very fast airplane and cruises between 125 to 135 mph at 1950 rpm. We’re burning between 16 and 17 gph, and it carries 74 gallons total, with 53 in the main tank (located
ter allhas those long years Larry discovered that of he work, really does like flying the Laird. “It’s a nice-flying airplane, and it is pretty much as Matty Laird advertised it— the thoroughbred of the airways. It has a beautiful combination of performance and looks. The fact that
fly-in. “We’re flying it extensively this year, and then the future is uncertain for the airplane,” relates Larry. “I hope it lives a long life,
in the front cockpit) and 23 in the wing center section tank. So it’s got long legs and has about three and a half hours’ duration.” In flight, the Laird has “very nice control harmony. It’s fairly neutral in pitch, so it will hold pitch without a struggle, but it’s not nearly
it’s the one and only is certainly fun,” he says, smiling, “and I love to show the airplane, because not many people have seen one—there are not many Lairds around.” Larry’s years of research and hard work have also been formally recognized, with accolades including the
and I’m hoping that I can move on and build something else. I’d love to build a World War I aircraft— maybe a Sopwith Pup. That’s kind of my thought, so I’m looking for a Le Rhone rotary engine.” And in the meantime, keep an eye open for this owner/restorer
as pitch stable as a modern airplane. But in smooth air, you can fly it hands-off for a long time,” he says. “Landing is a little more of a challenge. It sits a little high on the
Silver Age (1928-1936) Champion Bronze Lindy at AirVenture 2009 and the Antique Pre-1936 Sweepstakes and the Ken Love awards at the Antique Airplane Association
and his rare Laird LC-1B-300 at fly-ins…where the antique flying machines gather together to effortlessly transport us back to the golden age of aviation.
14 FEBRUARY 2010
Bernhard Rouschal, ATP,, Lufthansa German Airlines ATP ■
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Dear Jenny… A fellow never forgets his first love BY BILL LARMORE
O
ne bright, sunny July known by all us flight buffs as a day in 1929, I was a Jenny). It was squatting off to itself 12-year-old Iowa farm over near the gas trucks, like an old kid out at the Ottumwa crow that had flapped down to rest Airport for a Saturday in a cornfield. I was to find out a bit afternoon air show. The air was rich later that those good old birds were with engine sounds, sweet with the usually World War I vintage. In wonderful aroma of hot oil, inline fact, that particular craft probably and radial engines playing sweet looked like it had been through the music to my ears, and there were entire conflict. But on that momenairplanes everywhere. Tied down! tous Saturday in 1929, it looked to Sitting loose! Taxiing! Taking off! me like it was brand new! Thundering overhead! Landing! There was a sloppy-lettered, Whatever! I was in heaven! marked-up sign erected near the There were glistening mono- plane, indicating that plane rides
show, but also for the entire Saturday. That included a double-feature Western later that afternoon in the old Rialto (Rathole) theater in Ottumwa; Bob Steele in one show, Col. Tim McCoy in the other one, followed by a great serial segment of “Don Winslow of the Navy.” I was to give up all of that, plus a huge hamburger at the Canteen Lunch later, to pay for the wonder of my first flight! A leather-jacketed, hair linemustached, glossy-booted h ero with helmet and goggles hanging
planes, including my favorite, a Ranger-powered low-wing Buhl Pup. Biplanes were at many hardstands, as well, including powerful Wacos, red Eaglerocks, even an ancient Lincoln Standard…and…a Curtis JN-4 biplane (affectionately
had been “TWO DOLLARS” but were now “ONE DOLLAR!” Well! It just so happened I had one dollar from Dad for that day. That was my Saturday pay. That was all I had, and I was lucky to get that! It was supposed to last not only for the air
around his neck was posed like Tarzan by t he Jenny. I discovered later from Ole Oleson, the airport manager,, that the pilot was really a manager skinny balding old WWI vet with a scraggy scattering of mangy lip hair he called a mustache. And that he
16 FEBRUARY 2010
Above: 12-year-old Bill Larmore with his parents in 1929.
Left: Until federal air regulations came into effect, war-surplus Curtiss Jenny biplanes and similar air-
planes were used by barnstorming pilots to eke out a meager living. Bill Larmore’s experience with a barnstormer and his tired Jenny would keep him enthralled with aviation for a lifetime.
had slept under the wing in his outfit while sobering up from a lively night before at the Twinkle Inn. Be that as it may, at that special moment, to me, he was a movie star. I was ushered into the Jenny’s front cockpit by the pilot while being grimly ordered not to step on the already-tattered wing root, and was belted into an apple-crate-style seat behind a yellowed, badly scratched windscreen. I was left to observe the instrument panel while the pilot staggered around to the propeller pr opeller.. I now recall seeing an old Sperry compass, an engine oil-pressure gauge, a tachometer, an ammeter, a large off/on switch, and a couple of rustylooking snap switches for added wingtip running lights. That’s all I can remember. At the time, however, I felt as if I had just been introduced to a major wonder of the world! My hero checked the wheel
feeling like I had just been awarded the Congressional Medal of Honor! The pilot snapped the prop through, and the engine started. It shook as if it were setting loose in the bedplates. But instead of fleeing for his life, he yanked the wheel chocks himself, ducked under the wing as the plane began to creep forward, and leaped into the rear cockpit. The next miraculous moment we were shaking, rattling, and rolling out onto the old graveled east-west runway, with rocks flying out from under the metal tailskid. Then the tail was off the ground. A kick of the rudder to line up with the runway, runway, an asthmatic burst from the old engine, an ever-increasing duck-waddle, and we were in the air. I was flying! I was in heaven! But there was a snake in my Eden. The underpowered 90-hp V-8 OX-5 liquid-cooled engine. It announced
arms was loose and flailing around like a blacksmith’s hammer! We are going to die! I had that interesting thought as the seat of my pants started to be in definitely damp danger. We will crash in the muddy,, murky old Des Moines river muddy below, and our bodies will never be recovered, and I’ll never ever have a real date with Donna . . . or with Helen . . . or with Evi . . . or even with that one with the buck teeth . . . but the pilot, hero that he was, proved to be fearless and even unconcerned. He grinned like a hungry hedgehog, made a daring thumbs-up gesture,, and we completed the engesture tire 10-minute flight. Later I was to discover that such an adventure was, for him and his noble equipment, the rule, rather than the exception. In closing this odyssey, I want to make this final important statement: In my 91 years of life to date,
chocks, badly scarred wooden grabbed propellerthe blade, pulled the wheezing engine through a couple of times, and then, wonder of wonders, actually involved me in the startup! “Turn on your ignition switch!” he bellowed. “Yeah! That big one! When it’s on, holler ‘CONTACT!’” I did so,
its traitorous by starting to throw largeintentions globs of grease. That was accompanied by the sound of a boiler factory running amuck! Looking ahead at the engine, I was petrified to observe that right in front of me one of the all-too-expos all-too-exposed ed leftbank engine cylinder-head rocker
Imy have forgotten many names (even own on occasion!), but there are only two names I’ll never forget—the wonderful name of my beloved wife of 61 years, Eloise, and the name of the other lady who captivated me at the age of 12. I will never forget . . . Jenny!
VINTAGE VINT AGE AIRPLANE
J U S T A R E M I N D E R . . .
You can buy your tickets online now and save time and money. Go to www.airven www.airventure. ture.org org/ /tickets tickets and get to the fun faster…and cheaper.
SEE YOU THERE!
17
J U L Y 2 6 – A U G U S T 1
My Friend
Albert Vollmecke Part 2 BY ROBERT G.
nother idea
LOCK
clubs, the same as in Germany Germany,,
cation numbers at the proper time.
Enc ed, for findthe theglider. metal met alThe identi ide ntifica fica-that Albert Voll- and individuals who wished to Enclos tionlosed, plate records mecke brought haveto a small plane for experimen“ Will be completed of the company were recently moved to Command- tal purposes. “Will Aire from Ger- Ja nu ar y 1s t, 19 28 at ou r fa ct or y, from the factory to an uptown oftl e Roc k, Ar Arkan kan sas sas.” .” In the ap- fice, and the license itself has apmany was the Lit tle pa arently been lost as we cannot formation here in the United plication a description of the air- p States of glider clubs to teach plane appears , “Bi “Bipla plane ne Gli Glider der for find it.” W.S. Shannon, on behalf young boys how to fly an air- motorless flying. Steel tube fuselage of Arkansas Aircraft Company,
A
plane. The program had been so and wooden wings. Controls same successful in Germany that Albert as conventional airplane. Designed reasoned, why not here? He un- by our engineer Mr. Albert Voelldertook a project to design a small mecke, formerly of the Ernst Heinkel Airpl ane Works, German Germany.” y.” primary glider that Command- Airplane Aire could market to glider clubs Because of the pressures of dethat would spring up across the signing and producing powered United States. biplanes, the glider idea never
signed the communication. Four North Little Rock boys spent two years completing a glider. First flights of the glider were made by Albert Vollmecke, chief engineer at Command-Aire Incorporated, who furnished plans and sketches of the glider. However,
Application was made (see Fig- was put into production. In a ure 1) to the Aeronautics Branch letter from the company dated Aeronaut nautics ics of the Department of Commerce July 22, 1928, to the Aero December 19, 1927, just after Al- Branch, an explanation appears. bert Vollmecke became employed “For your information this was with Arkansas Aircraft Company. a glider, and through the press of The stated purpose of the air- other business was never assembled. plane was “experimental.” Later We will likely sell it shortly to some he intended there would be pro- of the boys in the factory who expect duction of the gliders for sale to to complete it and install a small organizations such as Boy Scouts motor of some sort. We will see that of America and community glider they make application for identifi-
it was not the biplane glider he proposed that Arkansas Aircraft Company manufactured. On Sunday, June 1, 1930, the A r k a n s a s D e m o c r a t t r e p o r t e d , “ Gliding became a reality in Little Rock Roc k Fri Friday day whe when n four f our Nor North th Lit Little tle Roc k you th ths, s, sho shown wn in the pi pictu ctu re re,, took their first gliding lessons in a glide gl ide r the y bui lt th thems emsel elve vess du duri ring ng the past 18 months. They worked on the glider after school hours and at VINTAGE VINT AGE AIRPLANE
19
Figure 2 Figure 1
night. At the top, the glider is shown in flight with Albert Voellmecke,
repairs can be made easily and without much expense.” Vollmecke
of a long-since-departed company. 1930 was also the year of
chief engineer at Command-Aire, In c.,, at th Inc. thee co cont ntro rols ls.. He ma made de tw two o flights of about 75 yards each, attaining an altitude of about 25 feet. The four glider buil ders are shown below. From left to right they are: Hube Hu bert rt Ma MacD cDon onal ald, d, El Elmo mo Ba Bach chus us,, Bu dd y Py le s an d Wel Weldo do n Cl ar k. ” (See Figure 2) At the completion of the test flights Mr. Vollmecke stated, “Glider training is good for preliminary training of an airplane pilot.” He himself was a glider pilot,
further stated, “Gliding should become popular in the United States since Colonel Lindbergh demonstrated its safety. Training should begin on a primary type, after which a sailplane can be flown. The Ozark mountains should furnish excellent opportunities for a sailplane pilot to make a new long-distance record in a motorless plane.” One of Vollmecke’s crowning achievements while at Command-Aire was the design and construction of a small racing
the final chapter for CommandAire Incorporated, as it fell into bankruptcy and quickly ceased to exist. The Little Rocket racer was a single-seat low-wing monoplane constructed mostly of wood and powered by a 110-hp supercharged American Cirrus fourcylinder, inline, upright, aircooled engine. With pilot Lee Gehlbach at the controls, it won the Cirrus Derby with an average speed of 127.11 miles per hour.
having made a flight of two and aircraft powered by an Amerione half hours in Germany in can Cirrus f our-cylinder, inline sev eral countr c ountries, ies, before b efore a engine. It would be entered in 1923. “ In several person pers on is permi permitted tted to t o train trai n to fly an the All American Cirrus Derby, airplane, he must be a glider pilot. a 5,541-mile race that began on Flying Flyi ng a glide g liderr is i s much m uch safer for the Jul y 21, 193 1930, 0, in Det Detroi roi t, Mic Michi hi-beginner than flying an airplane, gan, and ended 11 days later l ater.. The as the glider very rarely gets over story of the Little Rocket racer is 25 feet from the ground. If it fell, quite interesting; the construcit would be less than a jump from tion, the race, and the final chapthe same height and consequently ter of the airplane are a great is very safe. If the glider is broken, insight into the inner workings 20
Sponsored by American Cirrus Engines Incorporated, a unit of Allied Motor Industries Incorporated, the derby was organized to demonstrate the possibilities of long-distance flight by light airplanes. The course of 5,541 miles took contestants from Detroit, south to Texas, west to California, and back to Detroit over the mountains and deserts of the South and Southwest. It
FEBRUARY 2010
When Gehlbach returned to Little Rock with racer, he wastreated as an air the hero. The ArkanThe Arkan sas Gazette reported, Gazette reported, “ Lit tl tlee Roc Rock k got its firs firstt gl glimp impse se of its ‘ai ‘airr her hero’ o’ as he trailed behind a formation of five National Guard planes as they circled the city shortly before noon Wednesday. Immediately upon arrival at the Municipal Airport the tiny monoplane was loaded on a truck and the procession through the business district started, headed by Gehlbach, state, county and municipal officials. Gehlbach, smiling and still wearing the grimy pilot’s uniform, was seated on the top of
speed of 200 miles per hour. A number of private investors
a large touring car, which had been lowered. The event recalled the reception given for Lindbergh shortly after his epochal Atlantic flight.” Following the small ship were cars with state and local officials, including Albert Vollmecke, designer of the plane; officials of
from the Little Rock area put up approximately $10,000 to have the ship designed and built. I t was built for the Little Rock Racing Association Incorporated. Gilbert Leigh was president, R.B. Snowden Jr. was vice president, and Charles E. Shoemaker Jr. was secretary treasurer. The aircraft was constructed July 7, 1930, and issued registration number X-10403. Manufacturer’s serial number was R-1, and the model number was MR-1. CommandAire vice president Charles M. Taylor stated , “T “The he Li Litt ttle le Ro Rock cket et,, Command-Aire, Little Rock, and the state of Arkansas got national publicit publ icityy as a s the t he Litt Little le Rocke Rocket, t, flown by Lee Gehlbach, won most of the daily legs as well as being declared the over-all winner of the race. This was one of those few cases where the
the Little Rock Racing Association, which sponsored the plane; officials of Command-Aire Incorporated, which built the plane; and members of the city council. After the celebration was over, the plane was offered for sale by the racing association (see Figure 4). It was sold to Mr Mr.. Jack Walker of Little Rock, Arkansas, for the sum of $750. Included in the sale was the following: one Little Rocket racing airplane, one second-hand 28-foot Irving backpack parachute, one extra blade for the propeller of Little Rocket, and one small lot of parts for the engine. This was not the end of the story of the Little Rocket by any means. The plane would race again at the National Air Races held in Chicago from August 24 to September 1, 1930, this time
local efinancial 40 completed onwas sched peopl inc ludingsponsors—some including Governor Gover nor Parnel P arnell— l— ule. In onlythe onecourse instance the people mone y back with a profit.” withdrawal of a plane the result got their money of engine trouble. Lee Gehlbach, Aero ro Di Dige gest st , Septemthe winner flying the CommandFigure 3. Ae
flown by E.Z.Note: Newsom. (Editor’s Years later, a faithful flying replica of the Little Rocket Roc ket was bui lt by Joe Ara ldi ; it’s on display at the Florida Air Mu-
Figure 3
Figure 4
presented all the difficulties of flying that may be found in the confines of the United States, yet 10 of the 18 ships that started
Aire Little Rocket, averaged 145 miles per hour while in the air. On one lap, that from Detroit to
ber 1930, published a drawing, which depicts the course, complete with stops and miles be-
seum on the grounds of the Sun ’n Fun Fly-In Fl y-In in Lakeland La keland,, Florida. Fl orida.)) The end was near for Com-
Buffalo, New York, he attained a
tween stops.
mand-Aire Incorporated as the VINTAGE VINT AGE AIRPLANE
21
Figure 5
Depression that gripped the country starting with the stock market crash in 1929 was about to take its toll on many small airplane-manufacturing companies. In Albert Vollmecke’s brief four-plus years with Command-Aire, the company received 14 approved type certificates (ATC) that resulted in the construction of 116 aircraft powered by the Curtiss OX-5 engines. The company built approx-
Figure 6
“In several countries, before a
located in the factory building. Then, he and others turned out the lights, walked out the front door, and locked it. The days of Command-Aire had ended. When asked who was Neil
imately 184 aircraft of all types; a respectable record for only four years of operation. Vollmecke detailed to me the story of his design of a larger and more powerful Little Rocket— type aircraft that featured a retractable landing gear gear.. The design was for a pursuit-type ship for f or the U.S. government, compilation of sketches and was his presented for review. However, the company ceased operations before any negotiations could be completed for a prototype ship. In one interview with Albert Vollmecke I asked what it was
to tra train in to fly an an airplane he must be a glider pilot. Flying a glider is much safer for the beginner begi nner than flying an airplane, as the glider glid er very ver y rarely gets over 25 feet from the ground.”
Romich, Vollmecke answered, mman an dd-Ai Aire re in “ Ro mi ch jo in ed Co mm 1930, just before the company went into receivership. He was in charge of production, replacing a fellow by the name of Fielding. Romich and Bo b Sn ow d en mo ve d sm a ll pa r ts , including wings, fuselages, em penn pe nn ag age, e, et etc. c. to a Na ti tion on al Gu Guar ard d building on the to municipal airport. They planned build more air pla nes lat er wh when en mon ey wa wass mor moree plentiful plen tiful,, but bu t they th ey never n ever did. did.” ” Now unemployed and with the country on hard times, Vollmecke had to find work to support his wife, Maja, and their two
lCommand-Aire i k e i n t h e l a s tasf ean w w eeks of employee and well-known designer. First he indicated that the president, Bob Snowden Jr., had his hands in several business entities in 1930, primarily his large farming operation, the frozen
money available in the market to
sons, andthe Albert He found Walter a job with Civil Jr. Works Administration program for airport construction in Arkansas. He was an advisor and inspector in the construction of airway beacons for airmail pilots flying at night. Although this program
food business, and other interests. No matter how bad things got for the general public, they all needed to eat, which meant Snowden would have an income from his agricultural interests. However, there would be little
purchase such an extravagance as an airplane. Therefore he paid little attention to the floundering Command-Aire Incorporated. In the last days, Vollmecke said he took all his ATC drawings and locked them in the large safe
lasted only a short time, 13 new airports were constructed and nine existing ones improved. On the horizon was looming greater government control of civilian aviation. Seeing this, Vollmecke applied for a position with the
22 FEBRUARY 2010
person is permitted
Figure 7
mendous savings in money and en gineering manpow manpower er during durin g WWII.” WWII. ” Vollmecke joined the government to help regulate the growing field of aviation in 1933. The Aeronautics Branch of the Department of Commerce would be reorganized and renamed in 1934, becoming the Bureau of Air Commerce; it was still within the Department of Commerce. In 1938, Congress created the Civil Aeronautics Agency, which would be known as the CAA. A change from “agency” to “administration” came a short time later, and Vollmecke, with all his talent, began to climb the ladder toward the top. As civilian aviation continued to grow in the 1930s and 1940s, Vollmecke was assigned the formidable task to develop a manual for the repair of aircraft. This was to be a document for mechanics to make “approved” repairs on wood and steel tube aircraft. Prior to this publication,
each repair and a p p r o had v e d to b ybea inspected government official, which was a timeconsuming task and caused great delays and frustration to me-
chanics and owners since ideas on correct procedure for repairs varied among mechanics. Vollmecke assembled a small group of design engineers in Washington, D.C., and set out Figure 8 to create the document. He designed splices for wood and steel tube structures that still appear In the April 1980 issue of OX-5 today in the FAA’s Advisory CirBureau of Aeronautics in 1933. He was not the only talented per- News , “ M Mo o v in g o v er to th e C AA / cular (AC) 43.13-1B. son with aircraft experience to join the government; however, his career would be solidified as he climbed the ranks of the Civil Aeronautics Administration and finally the Federal Aviation Administration. Vollmecke was to make a tremendous mark on aviation, with his experience in design at Command-Aire and Ernst Heinkel Airplane Works giving him a tremendous background as he started his new career.
FAA in 19 33 , an d fo r th e ne xt 30 When asked how he and his years, yea rs, as an Aer Aerona ona uti utical cal Eng Engine ineer, er, committee went about the task, Vollmecke originated and developed he said, “ We looked at how to put many advanced designs regarded as the margin of safety back into an major contributions to the safety and aircraft after it had been damaged. performa perf ormance nce of all types of civil c ivil and I des ign ed the sc scar arff sp splic lic e for wo wood od military aircraft. He served in the wing spars and most of the steel early ’40’s as Senior Member of the tube splices. We sent the drawings to Air Force/N F orce/Navy/C avy/Civil ivil Aircra Aircraft ft Design De sign craftsmen in the Washington, D.C., Criteria Committee that achieved area, and they made samples of the standardization of design, testing repairs. Then we had them tested to and analysis of new and modified destruction to see if they worked.” aircraft. The result of this was a treThe first publication was Aer AerooVINTAGE VINT AGE AIRPLANE
23
nautics Bulletin No. 7-H (see (see Figure 5), signed by Daniel C. Roper, Secretary of Commerce, on September 23, 1935. The document became effective January 1, 1936. In this document there appear
43.13-1B. Aeronautics bulletins appeared in 1927 beginning with No. 7, Air wo worth rth ine iness ss Req Requir uireme ements nts for Aircraft . This document was needed to comply with gov-
if an aircraft was damaged. Figure 6 shows a sketch of a structural tube splice using an inside sleeve (as originally published in AB-7H it is Figure 5). Vollmecke led the committee
In this document there appear several drawings of steel tube repairs and of splices to wood wing spars and ribs. It is most likely in Aero Ae rona na ut utic icss Bu Bull llet etin in No . 77-H H that that Vollmecke and his committee designed the repairs. The drawings are very similar to those found in Civil Aeronautics Manual (CAM)
needed to comply with gov ernment regulations regarding Aero rona na ut utic ic s Bu ll et etin in 7 was ATCs. Ae was amended to AB-7A September 1, Aeronaut nautics ics Bull Bulletin etin No. 7-H 1934. Aero is significant because it was the first document to address alterations and repairs to certificated aircraft. Prior to AB-7H there was
Vollmecke led the committee who designed and tested these types of repairs for both 1025 and 4130 alloy steel tubing. All ships with ATCs used either this type of steel tubing for fabrication of the structure. Figure 7 (Figure 9 in AB-7H) is the method of splicing solid or laminated rectangular
1 8 and FAA Advisory Circular
no documented repair procedure
wing spars. basicIf design is still used to This this day. properly cut, finished, glued, clamped, and cured, the splice is as strong as the wood itself. It is called a “scarf” splice, the angle being 10 times the thickness of the spar. This type splice puts the glue in shear
Since the EAA EAA fly-in (AirVenture) arrived in Oshkosh in 1970, the “Brown Arch” has been the gateway to countless aviation dreams and accomplishments. This is the original and traditional entry to the Oshkosh flight line. Millions of people have walked under this arch to discover the innovation, imagination, and craftsmanship within the thousands of airplanes that have been a part of the “Oshkosh Experience.” The EAA grounds and AirVenture Oshkosh have expanded greatly since 1970, but the ingenuity, camaraderie and high standards remain the same. The Brown Arch represents all of those EAA attributes, becoming a favorite gathering point. “Meet you at the Brown Arch” is a part of the Oshkosh lexicon that stretches across generations. From this place, aviation’s premier event provides a year-round yearround spirit that reaches reaches every corner of the the aviation Purchase your brick NOW and have it community.. For those with a passion for flight…this is community inscribed and placed by AirVentu AirVenture re 2010! your home. If you select a full brick, pricing beginning at $1,000, you may select the location of YOUR BRICK in the full design!
Tom Poberezny EAA President and Chairman of the Board
and gives grain continuation. Figure 8 (Figure 17 in AB-7H) is a typical rib splice at a spar. While similar to the splice shown in the current AC43.13-1B, it is not the same. There is good reason to believe that Vollmecke either designed or had a hand in the design
That’s right – you can place it!
of these major repairs to primary aircraft structural components. Vollmecke’s main concern in aircraft design was always safety, and the designs for major repairs to aircraft primary structure reflect this vision. To design a repair that, when properly completed,
Compass Rose brick (limited availability) ..................$10,000 Biplane Landing Gear and Cockpit brick.......................$5,000 brick .......................$5,000 Biplane Wings and Struts brick ................... ............................... ...................$2,000 .......$2,000 General Area Full brick b rick ................................... ............................................... ...............$1,000 ...$1,000
is as strong as the structure itself is noteworthy. He was indeed a genius, a person with immense
General Area Half brick ........... ........................ ......................... ........................ ................$600 ....$600 General Area Quarter brick ............. ......................... ........................ ......................$350 ..........$350
Leave Your Your Mark The design, symmetrical in nature, will consist of 3,000 tribute bricks, each measuring 2 feet by 2 feet. Within the design is a Biplane made up of 160 bricks –
talent. Former Command-Aire Vice President Charles M. Taylor, in his presentation of November 11, 1983, stated, “The National Ad vi so ry Co mm it te e fo r Ae ro na utics—the NACA—appointed him [Vollmecke] as a member of the Committee on Aircraft Construction and on the Research Advisory Committee on Aircraft Structures.”
Inscription Guidance*:
Full brick (24”x24” square): – 30 characters across with up to 11 lines of text Half brick (12”x24” square): bricks make up the and wings, reflect thefor struts, – 30 characters across with up to 6 lines of text 6120 complete the cockpit, 16 20 bricks stand Quarter brick (12”x12” square): the landing gear. Four “Compass Rose” bricks – two – 16 characters with up to 6 lines of text flanking the North and two flanking the South – will make up the “cowling” of the Biplane design. The center * Logos can be reproduced on the brick for an additional piece in the Compass Rose will be the official NOAA m marker arker charge of $100. Logos and other graphic designs will impact providing the distance to Kitty Hawk. the available space for lettering.
In ne next xt mo month nth ’s in inst stal allme lme nt nt,, I’ I’ll ll have more on this accomplished man, including his involvement in the construction of the world’s largest wooden aircraft, the Hughes H-4.
For more information and to purchase your brick today, visit www.airventure.org/arch or contact EAA’s Development Office at 1-800-236-1025. 24 FEBRUARY 2010
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AIRPLANE APRONS Adult and youth aprons with various airplanes images
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