Vintage Airplane - Mar 1988

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STRAIGHT

AND

LEVEL

SUN 'N FUN '88

by Bob Lickteig

Here it is the middle of March and after a record-breaking winter season across most of the country, we are all looking forward to an early spring . After the winter doldrums, spring is always an exciting time of the year. As we see the snow melting around the old hangar doors, our thoughts turn to sunshine and blue skies. Spring also means the premier fly-in is beckoning again - the Sun 'n Fun '88 EM Fly-In, Lakeland, Florida. Billy Henderson and his crew have changed the dates this year from March to April 10-16. These new dates for the fly-in are approximately one month later than previous years, and are planned to accommodate our northern mem­ bers. The month of April means the an­ nual northern migration of snowbirds is under way, resulting in the availability of more motel rooms, rental cars - and less traffic. Those of us who have fol­ lowed Sun 'n Fun over the past years know that the weather in southern Georgia and northern Florida has not been cooperative during the month of March. By mid-April, the weather should be more conducive to making the run to the sunshine without encountering dangerous conditions en route. The many improvements planned for Sun 'n Fun this year include bus service every two hours from downtown and the motels to the main gates, a new paved taxiway serving Runway 9-27 and a new turnoff from the sod runway (also 9-27), three of the camping areas have been improved plus an additional air­ craft camping area has been estab-

2 MARCH 1988

lished. There will be separate areas de­ signated for antiques, classics and a third separate area for replicas. These aircraft parking areas have been ex­ panded and now run from the Antique/ Classic headquarters to the north-south taxiway. Check NOTAMS and the Airman's In­ formation Manual before departing for the fly-in and you will have the latest info on arrival and departure proce­ dures. The field will be closed to itiner­ ant traffic from 3:00 p.m. to 5:30 p.m. Eastern Daylight Time during the fly-in . Lakeland Control Tower will operate 14 hours a day, 7:00 a.m. to 9:00 p.m. EDT, ATIS 124.2., ground control 121.4, tower 124.5, VOR 116.0. Non-radio aircraft send a postcard to Sarasota Tower, P. O. Box 13065, Sarasota, FL 33578. Print your name - aircraft type ­ N number and the word non-radio. This will allow you to operate without a radio while the temporary tower is in opera­ tion. Type Clubs are welcome to set up their headquarters either in the Type Club tent or other areas on a no-charge basis. For more information, contact Sun 'n Fun. Rod Spanier is the new president of the EAA Antique/Classic Chapter No.1 and the Antique/Classic coordinator for Sun 'n Fun '88. Rod extends a special invitation to all Antique/Classic mem­ bers and guests to visit Sun 'n Fun and participate in the week of planned An­ tique/Classic activities. During the con­ vention week, the sod runway will be available for use by Antique/Classic air­ craft. Special procedures for arrival and departure are required. Contact Sun 'n Fun, P. O. Box 6750, Lakeland, FL 33807 or call 813/644-2431 for informa­ tion.

Registration of Antique/Classic air­ craft will be available near the Antique/ Classic headquarters. A special Sun 'n Fun Pioneer Participant Plaque will be awarded to registered aircraft dated 1936 or earlier. Past Antique/Classic Grand Cham­ pion aircraft will have a special parking area assigned at registration with proper recognition of the aircraft and the owner. Motel reservations for Antique/ Classic members only will be available at the Holiday Inn Central, Lakeland. Daily rates for single or double are $44.94. The reservations are available from April 8 through the 17th. Contact Rod Spanier at 813/665-5572. The annual Antique/Classic Parade of Flight is scheduled for Wednesday, April 13 - rain date Thurday, April 14 - and will be staged while the field is closed . Evening group events are planned again this year at the Antique/ Classic Headquarters. These activities will be published in the Sun 'n Fun pro­ gram and details will also be available at Headquarters. Antique/Classic mer­ chandise - hats, jackets, shirts, etc. ­ will be available at the main sales build­ ing located in the center of the conven­ tion. The Antique/Classic activities and contributions to the success of Sun 'n Fun have been growing every year. More registered aircraft, more group events, more award-winning restora­ tions, lots of sunshine - and more fun. So with a personal invitation from Sun 'n Fun Executive Director Billy Hender­ son and EM Antique/Classic Chapter No.1 President Rod Spanier, let's dust the snow off of the old bird and head for the sunshine state. We're better to­ gether. Join us and you have it all. •

PUBLICATION STAFF

PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Matt

EDITOR

Mark Phelps

MARCH 1988 • Vol. 16, No.3

ART DIRECTOR

Mike Drucks

MANAGING EDITOR/ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen

Dick Cavin

FEATURE WRITERS

George A. Hardie, Jr.

Dennis Parks

EDITORIAL ASSISTANT

Carol Krone

STAFF PHOTOGRAPHERS

Jim Koepnick

Carl Schuppel

Jeff Isom

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

507/373-2922

Vice President M.C. "Kelly" Viets Rt.2, Box 128 Lyndon , KS 66451 913/828-3518

Secretary George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

Treasurer E.E. "Buck" Hilbert P.O. Box 145 Union,IL60180 815/923-4591

President R. J. Lickteig 1718 Lakewood Albert Lea, MN 56007

Copyright <:> 1988 by the EAA AntiquelClassic Division, Inc. All rights reserved .

Contents 2

Straight and Level/by Bob Lickteig

4

AlC News /by Mark Phelps

5

Letters to the Editor

5

Calendar of Events

6

Our Last Project - Really/

by Eileen Macario

10

Spar Wars/by Norm Petersen

11

Members' Projects/by Norm Petersen

12

FAA Helps in Vintage Aircraft Restoration/by Susan K. Schmidt

14

Vintage Literature/by Dennis Parks

16

Eye of the Tiger/by John King

21

Welcome New Members

22

The Time Capsule/by Jack Cox

24

Coldwater 1987/by John Berendt

26

Type Club Activities/by Norm Petersen

John S. Copeland 9 Joanne Drive Westborough, MA 01581 617/366-7245

Philip Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490

27

Vintage Seaplanes/by Norm Petersen

28

Mystery Plane/by George A. Hardie, Jr.

William A. Eickhoff 415 15th Ave. , N.E. St. Petersburg , FL 33704 813/823-2339

Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434 6121784-1172

29

The Vintage Trader

Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430

Espie M. Joyce, Jr. Box 468 Madison, NC 27025 919/427-0216

FRONT COVER .. . Cliff Bellingham in his 1935 de Havilland DH82A Tiger Moth flying down the valley of the Grey River, New Zealand South Island's West Coast. (Photo by John King)

Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631

Gene Morris 115C Steve Court, R. R. 2 Roanoke, TX 76262 817/491-9110

BACK COVER . .. The Uptown Swallow. In memory of Bill Irwin who dreamed for 40 years of flying his Swallow. it spent those 40 years in the loft of his back alley garage on North Broadway in uptown Chicago. (Photo courtesy of Dick Hill)

Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 612/571-0893

Ray Olcott

104 Bainbridge

Nokomis, FL 34275

813/488-8791

DIRECTORS

S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 4141771-1545

Page 10

Page 16

Page 28

DIRECTOR EMERITUS

The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCiATION INC., EAA fNTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC.. INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC., are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited.

S.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Editor, The VINTAGE AIRPLANE, Wittman Airfield , Oshkosh , WI 54903-3086. Phone: 414/426-4800.

ADVISORS Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105

John A. Fogerty RR2, Box 70 Roberts, WI 54023 715/425-2455

Robert D. " Bob" Lumley Nl04W20387 Willow Creek Road Colgate, WI 53017 414/255-6832

Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674

The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division . Inc. of the Experimental Aircraft Association , Inc. and is published monthly at Wittman Airfield , Oshkosh. WI 54903­ 3086. Second Class Postage paid at Oshkosh, WI 54901 and additional mailing offices . Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $1 2. 00 is for the publication of The VINTAGE AIRPLANE . Membership is open to all who are interested in aviation . ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis­ ing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . Postmaster: Send address changes to EAA Antique/Classic Division , Inc., Wittman Airfield , Oshkosh, WI 54903-3086. VINTAGE AIRPLANE 3

Compiled by Mark Phelps

A MESSAGE FROM THE NEW EDITOR ON THE BLOCK

It's a long way from Flying Magazine's of­ fices in Times Square, New York to the EAA Aviation Center here in Oshkosh . The biggest change I've noticed so far is the 15minute commute after the twice-daily hour­ and-a-half ordeal between New Jersey and Manhattan. VVith all due respect to New Jer­ sey Transit, I don't miss it a bit. I've been introduced as Gene Chase's "re­ placement," but you all know that there's no such animal. VVhen I finally retire, if I know half as much as Gene does now I'll count myself lucky. Fortunately for me and you both, he's not far away whenever I need to holler for help. Even with all of that, my opening message to all Antique/Classic members takes the form of a cry for help. I need to know from you what you like about your magazine and what you 'd like to see more of. At the recent EM Board of Directors Meeting, I was fortu­ nate enough to meet several NC board members and pick their brains on that ques­ tion, as well as to browbeat some into sub­ mitting articles of their own. That's my second request, if you have an airplane or know of an interesting personal story, write it up and send it in. Take pictures too. If you have any questions on how to become a homegrown Hemingway, write to me or call (414/426-4825) and I'll try to pro­ vide some tips. If you really don't want to write it yourself, send in the tip and we'll see what we can do about getting it into print. VVith all the fascinating history that you folks know, this is no time to be shy. VVith that kind of help, and all the re­ sources right here at the Aviation Center, I hope that The Vintage Airplane will continue to improve and bring you what you all want in a divisional magazine. This is your voice, so let's hear it.

NPRM becomes law, there will be precious little Mode C-free airspace left and even get­ ting into Oshkosh will be impossible. Congress has passed legislation mandat­ ing FM action on Mode C and TCAS but the FM has chosen the dimensions of the restricted areas, and the 6,OOO-foot floor on overall Mode C airspace. If you thought the 30-nm "Super TCA" was bad, this proposal is far worse. The deadline for response is March 28, 1988, so write quickly to: FAA Office of Chief Counsel Attention : Rule Docket (AGC-204) Docket No. 25531 800 Independence Avenue, SVV VVashington, DC 20591 Also write to your congressmen and to the DOT to try to explain your side of the story in polite, yet forthright language. These people just don't understand all the implica­ tions of their actions and if we don't explain it to them, no one will, so we need to express ourselves responsibly.

STINSON ENGINE RUNS

The engine has run on EAA's Stinson SM8A. The airplane was used as the Lindbergh Tour chase plane and its 225-hp Lycoming R-680 has just been rebuilt. The first rebuild­ ing effort was less than successful but EM's Gary Armitage, in charge of the engine in­ stallation, reports that this time around the big radial purrs like a kitten . Jim Barton, EM 16807, was at the controls when the engine fired on February 19th without as much as a puff of smoke. The airplane will be flying soon .

LOSTWACOS

Some heartbreaking items have come in from the National VVaco Club News. At least five irreplaceable VVacos have been scratched from the list of flying airplanes for 1988 - some perhaps forever. In too many cases, VVacos and other antiques are being sold to new owners not sufficiently trained and oriented to tailwheel biplanes. One spe­ cific example is the sole remaining HRE Cabin (See Sport Aviation, March 1985) that was extensively damaged when the new

CURRENT TCAs IN WHICH MODE C IS REQUIRED

AIRSPACE ALERT

Antique/Classic pilots especially need to stand up and take notice of the latest airspace news. According to the NPRM filed on February 13th, Mode C transponders will be required above 6,000 feet AGL everywhere and from the ground up within 40 nautical miles (46 statute miles) of an ARSA, TRSA or TCA airport. The list of these airports covers three typed pages and the restricted airspace covers the over­ whelming majority of the country. If the 4 MARCH 1988

owner groundlooped on landing, wiping out the right lower wing and right landing gear. According to the VVaco newsletter, the pilot r.ilme in much too fast - at over 75 mph. VVacos like to land at about 50. The HRE is being repaired but a UPF-7 wasn 't as lucky when its new owner fell asleep at the con­ trols on the way home and the aircraft was totally destroyed . Please! If you sell an antique or a classic aircraft, take pains to ensure that the new owner is capable of handling "yesterday's technology, " i.e., tailwheels and slow landing speeds. Pilots trained on tricycle-gear and all-paved runways need to re-adjust their thinking before flying an older airplane.

RON FRITZ RESIGNS FROM AlC BOARD

At the winter quarterly meeting of the EM Antique/Classic Division, EM Antique/ Classic Secretary Ron Fritz of Grand Rapids, Michigan resigned his post as secretary as well as his position on the EM Antique/ Classic Division Board of Directors. Citing work and familial commitments, Fritz ad­ vised that he no longer could devote the time needed for the position. Director George York was named to complete Fritz's remain­ ing term as secretary, which will expire in August of this year. Fritz was first appointed an advisor to the Antique/Classic Division in January of 1978, serving in that position until October of 1980 when he was elected a director. In the fall of 1983, he was elected secretary of the divi­ sion and has served in that capacity since that time. Fritz has been actively involved in a number of Antique/Classic Division activities including his local Chapter and the annual EAA Fly-In held each year. For the past five years he has acted as chairman in charge of scheduling forums for the division during the Fly-In . His dedication and hard work on behalf of the Antique/Classic Division is appreciated by all and his absence on the board will be felt. In other action at the winter meeting, Peter Hawks (EAA 109571 , NC 5642) of San Car­ los, California was named an advisor to the EM Antique/Classic Division. Hawks has been active in the restoration of a number of antique and classic aircraft over the years.

MEGA-TCAs IN WHICH MODE C WOULD BE REQUIRED

Editor, In your December issue article on the Waco F-2 you mention a "British Brake" activated by moving the throttle inboard with a selective or differential valve op­ erated by rudder pedals, supposedly the same system as used on British Spitfires. I don't believe this is correct, or at least not fully. Every Spitfire I have ever seen or read of has the system of air operated brakes, from two storage tanks served by an engine gear driven compressor. There's no throttle brake control; Spitfire throttles all move fore and aft in a standard gate like a T -6 or P-51 and don't move inboard. To acti­ vate the brakes there is a lever, much like a motorcycle front wheel brake lever, on the round ring handgrip at the top of the control stick. It is extremely convenient and can be operated with a finger. If the rudder pedals are neutral, both wheels are braked evenly. A small leak could easily be replenished in flight by the compressor, however a large leak would possibly mean no flaps or brakes for landing. To me it seems like a better system than American toe brakes. The only DeHaviliand Chipmunk I have ever flown had a system such as

you described, activated not with the throttle but with a lever next to the throt­ tle. Our air show here in Aspen is Satur­ day, July 2. We have numerous war­ birds, but would love to have more classics and antiques - then or any other time. Sincerely, Bill Greenwood (EAA 198472, NC 10306) Box 4778 Aspen, Colorado 81612 Dear Sir, I own a Culver Cadet with a Continen­ tal C-85-12J fuel injected engine. The injector pump is an Ex-Cell-O A-41 al­ though I have been told that my engine actually calls for a B-41 injector pump. The serial number on my pump is 921. For one and a half years the engine worked fine without any problems what­ soever. The main fuel line to the injector pump was recently replaced because it was leaking (the fuel line, that is) . Since that time I have been troubled by rela­ tively large amounts of gasoline getting

into the crankcase while the airplane sits idle. By gravity, the only way that the fuel can get from the fuel tank into the crankcase is via the fuel injector pump itself. We have taken the injector pump off the engine but are reluctant to open it without having more information about it. I am interested in obtaining one or a combination of the following : 1. An overhaul of my pump. 2. A new or reconditioned A-41 pump or possible a B-41 pump. 3. An overhaul instruction manual for the Ex-Cell-O A-41 or even the B-41 pump. 4. Any information, ideas or sugges­ tions that might lead to a solution of my engine oil dilution problem. 5. Possible alternative solutions such as converting to a carburetor. Any help that you can give to me would be most appreciated. Inciden­ tally, the Culver was at Oshkosh last year and I hope to get it back there this year. Yours sincerely, Samuel W. Clipp (EM 109465, NC 2167) 364 Oak Drive Souderton, PA 18964 (Continued on Page 25)

------CALENDAR OF EVENTS-----­ APRIL 10-16 - LAKELAND, FLORIDA - 13th annual Sun 'n Fun EM Fly-In at Lakeland Municipal Airport. Contact: Sun 'n Fun Head­ quarters, 3838 Dranefield Road, P. O. Box 6750, Lakeland, FL 33807, phone 813/644­ 2431. APRIL 16-17 - WASHINGTON, DC - 8th Annual Air and Space Museum Tour - Garber facility. Dinner speaker of note. Limited to 200. Con­ tact: Chapter 4 Museum Tour, 2602 Elnora Street, Wheaton , MD 20902, 301 /942-3309. APRIL 3D-MAY 1 - WINCHESTER. VIRGINIA­ EM Chapter 186 Spring Fly-In at Municipal Airport. Trophies for winning showplanes. Pan­ cake breakfast Sunday. Annual Apple Blossom Festival downtown. All welcome. Contact: George Lutz, 703/256-7873. MAY 21-22 - LIVE OAK, FLORIDA - Florida Sport Aviation Antique and Classic Associa­ tion, EM NC Chapter 1 Fly-In at Kittyhawk Estates. Contact: Rod Spanier, 502 James­ town Avenue, Lakeland , FL 33801, 813/665­ 5572. MAY 27-29 - WATSONVILLE, CALIFORNIA­ 24th West Coast Antique Fly-In and Air Show at Watsonville Airport. Contact: Watsonville Chamber of Commerce, 4081724-3849. MAY 27-29 - LAKE GENEVA, WISCONSIN­ 2nd Annual Twin Bonanza Association conven­ tion at the Americana Lake Geneva Resort. Contact: Twin Bonanza Association , 19684 Lakeshore Drive, Three Rivers, M149093, 616/ 279-2540. JUNE 3-5 - MERCED, CALIFORNIA - 31st Merced West Coast Antique Fly-In at Merced Municipal Airport. Contact: Merced Pilots As­ sociation, P. O. Box 2312, Merced, CA 95344 or Linton Wollen, 2091722-6666 after 5 p.m. JUNE 3-5 - BARTLESVILLE, OKLAHOMA - 2nd Annual National Biplane Fly-in at Frank Phillips Field, featuring a first-ever - Concours d' Ele­

gance! Be part of the largest gathering of bip­ lanes since WW II. Modem factory type aircraft invited and welcomed. Sponsored by the Na­ tional Biplane Association (NBA) and the Bartlesville Chamber of Commerce. Contact: Charles W. Harris, Chairman , 9181742-7311 , or Mary Jones, Executive Director, 918/299­ 2532. Address inquiries on NBA membership to NBA, Hangar 5, 4-J Aviation , Jones-River­ side Airport, Tulsa, OK 74132. JUNE 4-5 - INDIANAPOLIS, INDIANA - 1st An­ nual Airplane Gathering, saluting replica, mili­ tary, classic and sport aircraft at Mt. Comfort Airport. Sponsored by the EM Chapter 900 and the Central Indiana Sport Flyer Associa­ tion. Contact: Fred Jungclaus, 317/636-4891 (days) or 317/342-3235 (eves). JUNE 5 - DEKALB, ILLINOIS - EM Chapter 241 Breakfast at DeKalb-Taylor Municipal Air­ port from 7 a.m. to noon. Contact: Jerry Thorn­ hill, 3121683-2781. JUNE 10-12 - MIDDLETOWN, OHIO - 4th Na­ tional Aeronca gathering, celebrating the 60th anniversary of Aeronca, including tours of the Aeronca factory and the U.S.A.F. Museum. Banquet on Saturday night with speakers and judged aircraft awards. Contact: Jim Thompson, Box 102, Roberts, IL 60962, 217/ 395-2522. JUNE 11-12 - HILLIARD, FLORIDA - Florida Sport Aviation Antique and Classic Associa­ tion , EM NC Chapter 1 Fly-In at Hilliard Air Park. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801 , 813/665-5572. JUNE 14-19 - OKLAHOMA CITY, OKLAHOMA - Aerospace America 1988 Air Show and Trade Exposition. Contact: Tom Jones, Air Show Director 405/681-3000. JUNE 23-26 - GRAND LAKE VACATION RE­ SORT, OKLAHOMA - International Bird Dog Association annual meeting and fly-in at

Golden Falcon Airpark, Grand Lake Vacation Resort. Contact: Phil Phillips, 505/897-4174. JUNE 23-26 - HAMILTON, OHIO - 29th Annual National Waco Reunion . Contact: National Waco Club, 700 Hill Avenue, Hamilton, OH 45015. JULY 8-10 - 16th Annual Taylorcraft Fly-In/Reun­ ion at Barber Airport, three miles north of Al­ liance. Food, fellowship and flying . Chat with the people who built your Taylorcraft. Contact: Bruce Bixler. 216/823-9748. JULY 17-22 - FAIRBANKS, ALASKA - Interna­ tional Cessna 170 Association Convention at Fairbanks International Airport. Convention site: Sophie Station Motel. Contact: Convention Chairmen, Rick and Cheryl Schikora, 1919 Lat­ hrop, Drawer 17, Fairbanks, AK 99701, 907/ 456-1566 (work) , or 907/488-1724 (home). Re­ member the time difference. JULY 21-22 - DAYTON, OHIO - Dayton Air and Trade Show at Dayton International Airport. Contact: Rajean Campbell, 513/898-5901 . JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual International EM Convention and Sport Aviation Exhibition at Wittman Field. Contact: John Burton, EM Headquarters, Wittman Airfield, Oshkosh, WI 54903-3086. AUGUST 20 - WINTER HAVEN, FLORIDA­ Florida Sport Aviation Antique and Classic As­ sociation, EM NC Chapter 1 Fly-In at Gilbert Field Municipal. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801, 813/ 665-5572. OCTOBER 7-9 - THOMASVILLE, GEORGIA ­ Florida Sport Aviation Antique and Classic As­ sociation, EM NC Chapter 1 Fly-In at Thomasville Municipal Airport. Contact: Rod Spanier, 502 Jamestown Avenue, Lakeland, FL 33801 . 813/665-5572. VINTAGE AIRPLANE 5

OUR LAST PROJECT REAllYI UYou folks know how it is." by Eileen Macario (EAA 29124, NC 1551) 2003 Stoneham Drive West Chester, Pennsylvania 19382 All photos courtesy of the author

Editor's Note: The following detailed series is being written by Eileen Macario, wife (and able assistant) of Tom Macario, restorer of some 32 air­ craft over the past 40 years. The Macarios ' beautiful J-3 Cub, NC98262, garnered the Reserve Grand Champion "Lindy" Award at Oshkosh '86. (See THE VINTAGE AIRPLANE, MAY, 1987,PAGE 12.)

Tom and I had agreed that the Piper J-3 Cub would be our last restoration project. Although it was my first airplane project; it was Tom's 32nd, and he said enough is enough; he was "getting too old for all that work." But that Cub turned out to be a real beauty - structurally perfect inside and out (Tom is the ulti­ mate perfectionist) and with a finish like yellow satin . True, it took a horrendous amount of work, but we were really pleased when it won the Grand Cham­ pion award at Sentimental Journey at Lock Haven, and the Reserve Grand Champion award at Oshkosh. How­ ever, we had decided to sell it because we did not have hangar space for it so in October, Tom flew the yellow bird to its new owner in central Pennsylvania. And that was our last airplane project .. . so we said. But you folks know how it is - a friend tells you about a dismantled old airplane lying in a hangar at a small air­ field in New Jersey. It's in good condi­ tion , says the friend , it hasn't flown since 1982, had sat outside for several years , was taken apart and stored in a hangar for a year; but he is positive that it has no rust, and he is positive that it would be a snap to restore. And, your friend even knows the owner who is, 6 MARCH 1988

"anxious to sell." Well, now, any aviation enthusiast would be a sucker for that kind of story and Tom has been eating, sleeping and breathing aviation since he was a tot. So ... we contacted the owner and flew to New Jersey to see the airplane the following weekend. The owner raised the door of the small hangar and, hidden behind two bright, shiny planes, there it was, lying in pieces in the dark corner and almost unidentifiable as a 1947 Piper PA-12. The skin was half stripped off and peel­ ing, and even my unpracticed eye could spot some rust. Tom started his inspec­ tion : peeling back some fabric, touching this part, poking that part, analyzing the damage that years of disuse had

wrought, and assessing the difficulty of the repair work requi red. "What do you think?" I asked him. "It can be done," responded Tom , "We could take it back to its original showroom condition , maybe even make it look better with more coats of dope, more sanding. We would have a real gem of an airplane, but it will take lots and lots of work!!" Somehow, I knew he was going to say that. And so, after some haggling with the owner about a bent propeller, origi­ nal tail wheel , rebuilt engine, missing instruments and the rust, a deal was struck, a check was written , and Tom and I had a new restoration project. The next step involved the simple logistics of transporting the plane to our basement in Pennsylvania where we would do the initial stripping, cleaning , sanding , welding and other repair work. It helps to have a friend who owns a large farm truck and also has an interest in aviation . We called upon that friend and drafted two young volunteers. The following weekend we tugged , pulled, shoved and lifted the fuselage and wings onto the truck. We left the landing gear and wheels on, with the idea that we could just roll the fuselage into the basement after removing the sliding doors. However, sometimes the best laid plans work better in theory than in practice - as we discovered that the door opening was about 2/3 of an inch too small for the plane on its landing gear. No amount of twisting or turning could get that fuselage through the opening, and, as it was getting dark, we decided to leave the fuselage outside for a day or two until we could remove the landing gear, rest the fuselage on a dolly and roll it in. Tom and I live in a new townhouse development that has a homeowner's association whose job it is to monitor

After removing the landing gear, we shoehorned the PA-12 into our townhouse's base­ ment.

and maintain the architectural and land­ scaping standards of the community. Strange as it may seem, some people do not find a half-stripped fuselage at­ tractive. Within one day, the architec­ tural committee contacted us to say that we couldn't have an airplane in our backyard. We had to assure them that we didn't plan to do any stunt flying be­ hind the house and that the fuselage would soon disappear into the base­ ment. The following day we removed the landing gear and brought the fuse­ lage inside. And then began the "lots and lots of work. " We had set the front of the fuselage on wooden horses and the tail section on a wooden stool so that the plane was level. Before removing any fabric, we wanted to record the location of each inspection plate. We took photographs and drew a picture of the fuselage to scale measurement, marking the posi­ tion of each plate. This completed , we removed the fabric. Once the fuselage was stripped, Tom could analyze the extent of the damage that would have to be repaired before we could begin to rebuild. Starting at the top, he found that the 3/8-inch chan­ nelling on the turtledeck and birdcage area was in relatively good condition . Some minor straightening was all that was needed there. At the rear of the fuselage, however, there were exten­ sive rusted areas on the lower left and right longerons. Apparently water col­ lected because of inadequate drainage openings.The intersection of the longe­ rons and tail post and cross members, as well as the two diagonal tubes at the stabilizer mount, were extremely cor­ roded and pitted. The zinc chromate

After "lots and lots of work," the PA-12 is starting to take shape.

primer was in poor condition, with flak­ ing and peeling. Most of the tubing in this area would have to be replaced. Tom's first step was to record all measurements and angles of the fuse­ lage tubing , e.g. , length of longerons, distance between tubing, angle re­ lationships, etc. Then he made light punchmarks as spot indicators so that he could restore the exact alignment to the fuselage when he was ready to weld in the new tubing. To maintain the fuse­ lage in the same dimensions during the time after the bad tubing had been re­ moved, he used two-by-fours in eight­ foot lengths as braces, clamping them to the side of the fuselage to simulate the longerons.

Project number 331 The " no rust" fuselage needed a lot of new tubing.

Then he filed and sawed out the dam­ aged tubing. The interior of the tubing was in amazingly good condition. The · insides were rust-free and even had some of the original oiling; the tubes had rusted from the outside. This was another indication of the damage that ~oor drainage can do. Tom used 4130 tubing for the re­ placement, which was the same thick­ ness as the original 1025 mild steel tub­ ing. After cutting the new tubing, he fit­ ted and tackwelded it. After verifying that all measurements were absolutely accurate, he finished welding it, using the inside splices and sleeves and rosettes according to the FAA Part 43 Repair Manual. With the welding completed, the fuse­ lage was ready for a good sandblasting to bring it back to life. Fortunately for us, there was a small shop nearby that specialized in truck sandblasting. Naturally, Tom had some discussion with the owner about the difference be­ tween sandblasting truck body steel and light plane tubing before the work was started. Then , attached with a tow bar to the back of a friend's truck, the fuselage went to the shop, looking like a skeleton on wheels. The minute the sandblasting was finished, Tom brought the fuselage back to the basement where he im­ mediately primed it with two coats of epoxy primer, which is superior to zinc chromate. He followed this with three coats of gray acrylic lacquer, which gave added protection, and also looked nicer. Wiring was the next phase. Basically the wiring was in excellent condition and Tom was able to reinstall it quickly and secure it with plastiC tie-wraps in­ stead of the friction tape used previ­ ously. It was now time to start work on the cabin interior. We had already removed VINTAGE AIRPLANE 7

Cutting and sewing is easy, but it takes a lot of pulling and stretching to install a headliner.

the side panels of a now moldy, black and gray colored vinyl, and the seats which had an unbelievable cherry red and snow white (with inlaid silver spark­ les) quilted vinyl covering . Maybe you 've seen the type - in booths at the local diner during the 1960's. What re­ mained of the original headliner was water stained and thin as paper. Since we had decided that we wanted the in­ terior to be as close to the original 1947 style as possible, we'd have to make the headliner, side panels, and seat covering from scratch. I have done a lot of sewing in my time, from kid's clothes to draperies and furniture recovering , so that type of work didn't present a prob­ lem. The real challenge would be to find both the headliner fabric that would be . a close match, in color, weight and thickness to the original, and also the vinyl for the side panels and seat cover­ ings that would be sturdy enough and yet flexible enough to withstand normal airplane usage. After several frustrating run-ins with local car customizers who wanted to do all the work themselves and refused to sell us the materials, we finally found a local man who did car and truck interiors and had a stockroom full of beautiful vinyl and was willing to sell us ya~­ dages. He special-ordered headliner fabric that was as close to the original pearl gray color as possible. Armed with the materials, we could begin. We had removed the old head­ liner as carefully as possible so that I was able to make a paper pattern from it, marking seams for the plackets (the metal bows) and zipper position. The cutting and sewing was easy and I could even use the original long zipper, for a touch of nostalgia. Fitting was 8 MARCH 1988

more difficult. While the five plackets I had sewn were in the correct position, the thin metal bows holding up the headlinder had become bent and rusted. Tom made new bows out of 1/4­ inch aluminum tubing, and to prevent any future sagging, we secured each bow with plastic tie-wraps to the cabane structure above it. Although we had stretched the headliner as tightly as we could ; we found that after two days, the fibers began to relax and the headliner drooped a bit. It required two more sessions of pulling the fabric free, retightening it, and then regluing it, be­ fore the fabric remained as taut as we wanted it. The most difficult area to fit was the configuration of the "eyebrow" area at the windshield . Fortunately, when cut­ ting the fabric, I had allowed extra here, so that we could fit it first, then glue it and finally, cut off the excess. Finally,

• •

Foam insulation goes into the side panels.

we placed a sheet of fiberglass insula­ tion which had a very light weight aluminum backing, on top, and secured it to the five bows. Tom has a fantastic memory when it comes to remembering the smallest de­ tails about early airplanes, and having restored so many antiques, he is a real font of information. The cabin interior of the 1947 Piper PA-12, as he remem­ bered it, had a pearl gray fabric head­ liner, dark gray side panels and plain seat covering , and darker gray rug . To construct the side panels, we had ordered from Airtex two four-by-eight­ foot sheets of white, 3/32-inch thick honeycombed polyethylene stiffener to provide the hard backing on which we would glue the gray vinyl. We cut the stiffener to fit the cabin sides, extending it back alongside the baggage compart­ ment, and then used it as a pattern to cut the vinyl.lt took a lot of patience to maneuver the stiffener into position in the close cabin space without bending and creasing it but when it was finally in place, we secured it to the fuselage truss tubing with glue and plastic tie­ wraps. We then glued the vinyl to the stiffener and the result was a nice, smooth interior siding. We wanted to insulate the cabin to make it as air tight and as quiet as pos­ sible, yet we didn't want to add extra weight to the airplane, so we decided to use a lightweight foam for insulation. We purchased two four-by-eight-foot sheets of 3/8-inch blue foam at a local outlet store. I measured the space be­ tween each of the fuselage truss tubes and cut a piece of foam to fit each space. We wrapped each foam section in clear plastic, to make each section waterproof. Then the foam sections were positioned between the truss tubes and glued to the white polyethylene side panel. The cabin was now 90-percent insu­ lated and waterproofed. However, there was one remaining open area where the cold winter drafts could enter the cabin - from the space behind the bag­ gage compartment. So Tom cut an extra piece of vinyl to fit that space, pro­ viding a hole for cables, of course, and glued it to the tubing . Now the cabin would stay warm and toasty, and we could do some winter flying. Making the seat coverings was more time consuming than I had expected ­ mainly because the vinyl was bulky to handle and because I had double­ stitched every seam. I used the old seat covering to make a pattern for the two parts of the front seat and the bottom of the rear seat. The backrest of the rear seat presented a challenge - it was covered foam, mounted on a piece of very heavy plywood and probably weighed about 10 pounds. Since we were very "weight conscious" about the airplane, we wanted to use a strong, yet lightweight supporting frame, to replace

the plywood backing. The answer was to use a strip of 1/8­ inch aluminum angle. Tom cut the four angles, fitted them as a rectangle and had a friend helioarc the pieces to­ gether with enough support bands to hold the back cushion firmly. Then a few Velcro fastener strips placed on the cushion and the aluminum ensured that the cushion would not move around. While inspecting the metal frame of the front seat, Tom found an area of wear that posed a potentially serious problem. Although most of the main structure of the frame was made out of 7/8-inch metal tubing, the front piece on the seat frame was made of an inverted U-shape .032-inch thick metal channel­ ling. This channelling was attached by two 3/16-inch bolts to the support tubing rising from the floor. Through the years of use, the holes for the bolts had be­ come enlarged to the point where they were dangerously close to the edge of the channel and, in fact, hairline cracks were visible. The worst possible scenario would be a steep climbout where the pilot would be pressing back in the seat. If the bolts broke through the edge of the channel, the front of the seat would release and tip backward. The pilot would automatically pull on the stick . . . and you can visualize the rest! Tom's solution was to design a new channel of heavier .050-inch 4130 steel in which he made new bolt holes and then welded it within the existing chan­ nel.

With all the air leaks battened down, the cabin should be warm in winter.

With the headliner, side panels and seats finished, some other areas of the cabin interior needed attention. Tom hooked up the elevator cables, pulleys, bellcranks, torque tubes, control sticks and fair leads. All controls were fitted with new nuts and bolts. He removed

The ELT hides in back, next to the battery; invisible but easily accessible.

all of the paint on the rudder and brake pedals, inspected them for weakness or cracks, welded some wear spots, primed them with zinc chromate and finished off with black enamel. The wooden floor was in good condi­ tion, so Tom just sanded it, then re­ painted it with black enamel and a top coat of clear polyurethane varnish. As he did with our J-3 Cub, he made metal kick plates to be installed around the pedals. These not only look good but they provide additional strength to an area that gets constant weight and pressure. Placement and installation of the ELT was next on our agenda. Previously the ELT was under the front seat. However, we wanted to put it someplace where it would be firmly bracketed, accessible but not visible, and since we wanted to preserve the clean lines of the classic airplane, the antenna could not be stick­ ing up on the outside of the fuselage. After some consideration, we found the perfect spot - right next to the battery box. Tom fashioned a little platform for the ELT out of .040-inch aluminum and con­ nected it with clamps and machine screws to the fuselage crossmember and vertical bulkhead at the end of the battery box tray. It would be easily reached through the battery access door on the side of the fuselage. The attached antenna could be fully ex­ tended straight upward and still be in­ side the fuselage. Tom made a metal clip to hold the antenna firmly to the top stringer. Now we could start to think about covering the fuselage .• VINTAGE AIRPLANE 9

BELOW: The master rebuilder himself, Bill Pan­ cake, Jr., holds the sample piece of Aeronca spar which he brought along to Oshkosh '87. Don't let that hat fool you for one minute! Bill is a West Virginian from the word "go" !

A close-up of the spar reveals a compression fracture passing through the area where a wing rib was nailed on to the spar! The rib must be removed to allow the crack to be seen.

by Norm Petersen

This close-up reveals two compression fractures eminating from the two bolt holes to the edge of the spar. A doubler plate would easily hide these fractures. 10 FEBRUARY 1988

The recent ''flap'' over Bellanca and Aeronca wooden spars and their prop­ osed interval inspections was brought to light at EM Oshkosh '87. Longtime EM member Bill Pancake, Jr. (EM 118244, AlC 9617) of Rt. 4, Box 218, Keyser, West Virginia 26726 brought an example along to the fly-in that he had come across in his A&P work. (For the full story on Bill Pancake and his Aeronca 7BCM, see THE VINTAGE AIRPLANE, December 1981 , page 10.) The photos reveal compression frac­ tures that were hidden under the wing ribs and others that were hidden under double plates. If you have never seen a compression fracture, take a good look at the photos and see for yourself what they look like! You will then know what an inspector is looking for when he closely examines your wood spars. Our very special thanks go out to Bill Pancake (and his lovely family) for tak­ ing the trouble to bring the "suspect" spar along for all to see. You have done us a true favor, Bill.

by Norm Petersen LEFT: Pretty photo of a Danish-built KZ VII In Swiss registration (HB-EPS) was sent in by Emil Rollin (EAA 184915, AlC 6986), Dorfstrasse 40, CH-5423 Freinenwil, Switzerland. Powered with a 145-hp Con­ tinental, the 4-place KZ VII was built from 1947 to 1949 by Scandinavian Aero Industries (SAl) in Den­ mark. Much of the engineering on the KZ VII was done by Bjorn Andreasson (EAA1334) of Sweden.

ABOVE: 1949 Piper "Clipper" PA-16, N5804H, SIN 16-421, restored by Donald E. Wolfe (EAA 55832) of 2321 Midland Drive, Erie, PA 16506. Don, who is a member of EAA Chapter 160 (Erie, PA) reports the 600­ hour restoration was completed on August 7, 1987. Power is an 0-235-C1 Lycoming of 108 hp. This PA-16 is one of 398 remaining on the FAA Register. LEFT: Self portrait taken with a wing mounted camera by Emil Rollin (EAA 184915, AlC 6986) Dorfstrasse 40, CH-5423 Freienwil, Switzerland, as he and his wife flew over Carmel Valley, CA in their Cessna 170B during a west coast tour last spring. In August, Emil flew this plane from Wisconsin to Switzerland, using 14 days and 60 flying hours! Note oversize tires, ski fittings on gear legs and float fittings on fuselage. Emil purchased the 170B in Edmonton, Alberta, Canada in the fall of 1986.

RIGHT: Very pretty Stinson 108-2 recently acquired by Tony Digati (EAA 297690, AlC 11907) of 900-150 Sierra Madre, Azusa, CA 91702. For a 1947 airplane, the total time is a low 1,470 hours with 375 SMOH on a 165 Franklin! Tony reports his checkout was a little tough as his 110 hours did not include any tailwheel time, however, "we survived!" Note blocks under the tail for tailwheel repair.

FAA HELPS IN VINTAGE

AIRCRAFT RESTORATION

by Susan K. Schmidt 3516 NW 52 Street Oklahoma City, OK 73112 A dollar fifty cent ride in a surplus Cur­ tiss Jenny back in 1940 started Chester E. Brakefield on a 48-year aviation com­ mitment. As Oklahoma Wing Comman­ der for the Confederate Air Force, Chet donates a lot of his time to "the flying museum ." The primary purpose of the Confederate Air Force is to preserve aircraft built between 1939 and 1945. The CAF currently has 20 aircraft under restoration and 140 in flying condition in different parts of the United States, he said. When Chet is not flying Tinker Belle, a completely restored CAF Curtiss C­ 46, he and his son Alan fly their two authentically restored Fairchild PT-19s to air shows. Chet holds an FAA air­ frame and powerplant mechanic certifi­

cate with inspection authorization privileges. Chet's aircraft repair shop sits on the western outskirts of Ok­ lahoma City behind a barn and windmill. He says he gets his business by word of mouth, "I've done no advertising whatsoever, " he says. He prides himself on the authenticity of his restorations , down to researching, and when possi­ ble, reassigning the original registration number. In 1949, Chet bought his first World War II surplus Fairchild PT-19. "It was a sealed bid at Tinker Field . I paid $86 for one and $87.35 for the other one," he recalled. Chet estimates he has restored 18 aircraft since then . He said it used to be that a person could run across some sweet old birds dirt cheap , but not any more. "People are aware of the price of airplanes today," he says. Just finding them is tough enough. There is a PT-19 in Chet's shop right

Bill Ferguson, FAA supervisory conveyances examiner locates the major repair and alteration form requested by a caller. 12 MARCH 1988

now. With the fabric removed it looks like the skeleton of an extinct dinosaur. He heard about it at a 1986 air show from a fellow who admired his PT-19s and told him about another guy with one in his barn in Virginia Beach, Virginia. The owner wasn 't interested in selling but suggested Chet call him back in three months. After a few more delays, Chet's persistence paid off and he was able to trailer home that 30-year hangar queen. Also in his shop is a Piper J-3 CUb. Chet will return the plane to its produc­ tion specifications including the original yellow paint scheme, even to the point of getting the FAA to reassign the orig­ inal registration number. "I have an advantage researching old records over people away from here," says Chet who lives close to the FAA Aircraft Registry. The public documents department is located in Oklahoma City at 6500 S. MacArthur Blvd ., in the Re­ cords Building Room 123. There the FAA provides the public the opportunity to research registration numbers and in­ spect aircraft records between the hours of eight a.m. and four p.m. Mon­ day through Friday. Discovering the his­ tory and reclaiming the original registra­ tion numbers is something anyone can do - with some help and some time. People who fly into Will Rogers World Airport are pleased to find that the FAA's Mike Monroney Aeronautical Center is located just a mile west of the airport. Copies of aircraft records that are currently on the United States register are available on updatable microfiche. The original aircraft documents for those aircraft deregistered before the conversion from paper to microfiche are still available for review in the public documents room . A $2 fee is required to recall any aircraft folder that has been sent to federal storage, and takes an average of three weeks. People who do not visit the public documents room may obtain copies of an aircraft file by sending a written re­ quest to the FAA, Aircraft Registry, AAC-250, Post Office Box 25504, Ok­ lahoma City, OK 73125. The request should describe the aircraft by current registration number, make, model, se­ rial number, and provide the requester's address and day telephone number. There is a $2 search fee for each air­ craft, 25 cents for the first side and 5 cents for each additional side of paper copies, and 15 cents for each micro­ fiche copy. Only microfiche copies are

available on converted files. Each re­ quest for copies is handled in order of receipt. FAA employees provide assistance in determining the status of an aircraft's file by checking the registration number assignment cards, serial cards, and/or computer. When the original number is available, records clerk Raymond L. Smith suggests sending a letter re­ questing reassignment of the original number, being sure to include the cur­ rent and original registration numbers, make, model, serial number and a $10 fee made payable to the U.S. Treasury Department. . Smith says, "It's a great feeling reas­ signing an original number to a vintage aircraft. It's different with the commer­ cial people who change the number every time they change ownership." Even when a registration number ap­ pears to be unavailable, all may not be lost. Sometimes it is worthwhile to con­ tact the owner of the aircraft that is cur­ rently shown to be assigned the number. Chet said he once wrote to some folks in New York. It turned out their airplane had been totally de­ stroyed in an accident and they were willing to send him a letter to that effect so the FAA could cancel their registra­ tion and reassign him the registration number. Chet says, "There is a 50/50 chance of getting the old N number back. It all depends on how old and how long. I've found them where as many as three air­ craft were destroyed with the name N number." Often, vintage aircraft owners want to find out how to get permission to use NC on their registration number. NC, NL, NR and NX were used to denote the the airworthiness categories of stan­ dard, limited, restricted, and experimen­ tal , respectively. FAA Flight Standards District Office Airworthiness Inspector Roy G. Wieden said, "If their particular aircraft series had NC, NX or NR, then they can put it on. Part 45 of the regs addresses that." Even though the regulations permit the use of a C, L, R or X in the painted registration number of certain 30-year­ old aircraft, the Aircraft Registry's com­ puter is not programmed to reflect that. So, the registration will show only N, to denote United States registry. "Experimental certificates of airwor­ thiness are normally issued for 12 calendar months or less. Restricted cer­ tificates usually do not expire. There probably are very few aircraft in the US certificated as NX, same thing for NR," Wieden said. He recommended that anyone anticipating experimental or re­ stricted certification confer with an FAA inspector before spending any money. Obtaining a vintage aircraft is difficult in the 1980s, rebuilding it to specifica­ tions and getting it properly registered requires even more patience. Inspector

Wieden said, "If they've never done a restoration project before, it's gonna take 10 times longer than they think. For a young man to do a restoration is just about an impossiblity. It takes an old codger like myself or Chet who re­ members what they were like. The documentation can be very hard to ob­ tain ." Get as much data as possible before starting. There are vintage aircraft or­ ganizations with "mountains of informa­ tion," he said. "Ask some old codger, pick his brain. If he doesn't have it, he'll know of a friend who may." The inspector suggests that the re­ storer, "gently disassemble the aircraft and take lots of pictures. " Wieden , who has been active in the aviation business since the 1940s, says he removes all the fabric and saves it for later refer­ ence. An example of the value in retain­ ing all the old fabric is knowing where the rudder cables come through the fab­ ric. "If you want the paint scheme the same, compare and measure. It's better than a sketch," he said. There is a saying that an airplane can be rebuilt as long as there is a data plate and a bolthole. It is not as simple as it sounds. Looking good is not good enough. The aircraft needs to be rebuilt

to exact specifications in order to re­ main in the standard airworthiness cat­ egory. Chet Brakefield gives his cus­ tomers a choice - bring the aircraft back to meet original specifications, or go to an experimental certificate. "There are so many parts on the air­ craft market today that work but won't meet the standards of the original part. It is up to the individual who purchases the part to verify the part is authentic." Chet pointed out these problems and suggests that buyers ask vendors to provide the PMA numbers in writing . To register an aircraft last registered in the United States, the owner should submit a completed application for reg­ istration (AC Form 8050-1), the $5 reg­ istration fee, and ink-signed evidence of ownership from the last registered owner, through any intervening owner(s) to the applicant. Such evi­ dence may be a bill of sale on which the seller specifically transfers all his right, title and interest to the buyer. Sometimes the current owner of an antique aircraft is unable to complete the chain of ownership. Bill Ferguson, supervisory conveyances examiner in the Aircraft Registry suggests that the applicant submit an affidavit (notarized statement) in lieu of recordable evi­

FAA records clerk Raymond L. Smith researches the cancellation date and box number of aircraft records sent to federal storage prior to 1966. VINTAGE AIRPLANE 13

FAA HELPS IN VINTAGE AIRCRAFT RESTORATION dence of ownership. The affidavit should outline his or her efforts, explain why the evidence of ownership is not available, and attach supporting evi­ dence to prove each change in owner­ ship of the aircraft. Evidence supporting a transaction could include receipts, cancelled checks, statements of witnesses to the sale, etc. In addition, returned certified mail to the address of the last official owner demonstrates an attempt to lo­ cate the prior owner and complete the chain . Ferguson suggests another possibil­

ity besides the affidavit, "Go to court and file a quiet title suit. " The registry may record a certified true copy of a court order which vests title in a specifi­ cally described aircraft. Still another possibility can be considered in cases where the aircraft was abandoned. "There is usually some provision under state law for disposing of abandoned property, like a sheriff's sale or sale to satisfy storage charges," Ferguson said, "In most cases the registry may accept for registration purposes, the conveyance of title provided for under state law."

by Dennis Parks Library/Archives Director

1920-21; and annuals dated from 1922 through 1932 were published by NACA. The growth in aviation literature dur­ ing the period July 1909 through the end of 1916 was shown by the size of the second volume with over 1 ,400 pages. There are an estimated 68,000 entries in the second volume - more than a five-fold increase over all the pre­ viously recorded aviation literature. The compiler of the series was Paul Brockett a librarian at the Smithsonian Institution. The Smithsonian had shown

EARLY AVIATION REFER­ ENCE BOOKS Early in the history of aviation some reference series appeared that set a high standard. In one instance, that standard continues until today. Brockett Beginning in 1910 and continuing with coverage through 1932, Brockett's Bibliography of Aeronautics is the pre­ mier guide to aviation literature from its earliest times to the Golden Age. The first issue of 1910 covered the literature of aviation from around the world with a cut-off date of July 1909, the same month that Bleriot became the first pilot to fly across the English Chan­ nel. Though today it is hard to envision the interest in aviation around the turn of the century, the issue consisted of 940 pages and contained nearly 13,500 entries. Santos-Dumont who was the first to fly in Europe during the fall of 1906 had over 100 entries covering his activities. The first volume was published by the Smithsonian Institution as part of its Miscellaneous Collections series. The other volumes ; 1909-1916; 1917-1919; 14 MARCH 1988

SMITH SO NIAN MISCELI .ANEOUS COLLECTIONS

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BIBLI OGRAPHY OF AERONAUT ICS

.

PAUL BROCKETT " AuisuIII Lib1J!;"'n,Smilh""obnln-lilution

(PvaUCUIOMI 9 10)

CITY OF WA SHINGTOl'l PUBLlSIIED BY THE SMITI1 SONIAN INSTITUTION

1910

There are situations where a pros­ pective buyer cannot obtain the original data plate. Inspector Wi eden provided the example of a military aircraft made of surplus parts for which there never was a type data plate or it was milled off before being surplused. The would­ be restorer should contact their local airworthiness inspector for assistance , he said . In some situations where an aircraft is not rebuilt to specifications, the build­ er's name may be shown with the man­ ufacturer's name - for example Smith/ Lockheed. A complete chain of owner­ ship is not needed because it is no longer viewed as the same aircraft. Only the applicant's evidence of owner­ ship for major components, such as the fuselage and engine(s) is required , in addition to his application for registra­ tion and $5 fee. There is a tremendous effort involved in getting a vintage aircraft in shape to be shown at an air show such as the

an interest in the subject as early as 1863 when it published two papers on aeronautics. The institution's aeronautical collec­ tion which was the basis of the first index was built on the nucleus brought by Samuel Langley when he became director in 1887. The editorial committee of the first volume included such early aviation luminaries as Octave Chanute, Alexan­ der Graham Bell and Lt. Thomas Self­ ridge. The library has a complete set available for reference.

JANE'S ALL THE WORLD'S AIR­ CRAFT During 1909 when practical aviation was starting to take root in Europe, Fred T. Jane produced the first volume of ALL THE WORLD'S AIR-SHIPS. First published by Sampson Low in London , Jane's still after 79 years is the world's standard reference to aircraft specifica­ tions . Fred Jane stated in his introduction to the first volume : "Aviation is yet in an early stage; and it mayor may not be many years before it is on a practical commercial or even military footing. On the other hand the number of dirigibles and aeroplanes of various kinds in existence is already very large and continually increasing, hence the idea that a standard work of reference, giving uniform statistics should already have a market." Mr. Jane came to the world of avia­

Blakesburg, Iowa fly-in. Chet estimates the J-3 Cub will take between 1,200 and 1,600 hours to restore.The people who own the sister ship to the Winnie Mae, Wiley Post's Lockheed Vega, have asked Chet to restore it. It doesn't take an aviation enthusiast to recognize the excitement and sincere love Chet has for those old aircraft when he describes that ship. "I probably will take it on after Janu­ ary. They've got all the records on that airplane. That was the first airliner in Oklahoma. It flew from Oklahoma City to Tulsa and was owned by Braniff. My intention is to put it back into Braniff col­ ors. They've even got a list of passen­ gers!" Just hearing about these old planes from an "old codger" like Chet makes a person understand his dedication to re­ storing and preserving a part of aviation history. It is no wonder Chet's family supports his aviation interest 100 per­ cent. They must feel the same way . •

ALL

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tion via his interest in naval matters. While working as a naval journalist and artist he founded ALL THE WORLD'S FIGHTING SHIPS in 1897. He first mentioned the progress of flying machines in the introduction of the 1902 edition of FIGHTING SHIPS. By 1909 he felt that with the developments in avi­ ation it was time to issue a volume on aviation similar to his naval reference. The first volume of 1909 consisted of 374 pages and had over 350 photo­ graphs and drawings. Aircraft of 16 countries were represented in the vol­ ume. This amounted to nearly 400 air­ craft. The country most active as indi­ cated by numbers was France with 154 models listed. Second was the United States with 90 and Britain third having 75 different aircraft cataloged. Each country's section was led off by general information on their flying ac­ tivities. The one for the United States stated: "In the early nineties, Professor Langley and the Bros. Wright were ex­ perimenting with heavier-than-air machines, but general interest in the subject is quite recent." Three aerial journals, 20 aerial societies and nine fly­ ing rounds were listed for the USA. Among others there were aerial

Chester E. Brakefield removed the fabric from this Fairchild PT19.

societies listed for New York, Boston, Chicago, St. Louis and Milwaukee. The most popular design was the Wright Biplane with 22 built or building. Curtiss was next with six built or build­ ing. Fred T. Jane, the founder and editor, died in 1926 and Charles G. Grey, editor and founder of the British magazine Aeroplane became the editor for the next 24 years. Jane's continues today as the standard international re­ cord for aircraft data. The library is for­ tunate in having a nearly complete set available for reference.

AIRCRAFT YEAR BOOK ISSUED BY

MANUFACTURERS AIRCRAFT ASSOCIATION INC .

1919

AIRCRAFT YEAR BOOK First appearing in 1919 the AIR­ CRAFT YEARBOOK became an Amer­ ican standard reference book. First pub­ lished by the Manfuacturer's Aircraft As­ sociation it was an annual report on the American aircraft industry and a record of the events in American aviation. The Manufacturers Aircraft Associa­ tion was formed in 1917 as a way of resolving the aircraft patent litigation problem, mainly between Wright-Martin and Curtiss. It was decided that a trust would be formed that would share in crOSS-licensing of the companies' pa­ tents. This would end all the patent liti­ gation and leave the industry free to ex­ pand to meet the demands and oppor­ tunities created by the world war. The first annual year book was an ef­ fort by the association to provide a re­ cord of the individual companies partici­ pation during the war in aircraft produc­ tion. The first volume consisted mainly of 15 chapters giving the history of the members of the association with many photographs. These chapters gave a

MANUFACTURERS AIRCRAFT ASSOCIATION.

INC.

riOt FIFTH AVENUE, NEW YORK CITY

history of the forming of the companies, the officers, and production activities during the war. All a very valuable con­ tribution in itself. The later annuals gave updates on company activities, descriptions of newly developed aircraft, three-view drawings on many of the new aircraft, a chronol­ ogy of events from the year and several pages of statistics on production figures and numbers of planes and pilots in the country. The yearbook continued under differ­ ent publishers until the 1959 edition. The library is missing only the 1935 and the 1936 volumes. Is their anyone out there who can help us complete the set? VINTAGE AIRPLANE 15

Eye of the Tiger

New Zealand as seen from a vintage Tiger Moth "You fly over the North Island, but through the South Island," was how one

pilot described the basic difference be­ tween the two halves of New Zealand. He made his observation during a re­ cent group cross-country in vintage airplanes. As an Aucklander making his first flight south of Cook Strait, the pilot was obviously impressed with southern scenery and was making a generaliza­ tion , but the principle does hold true. The North Island may have isolated peaks - mainly volcanic - rising more than 6,000 ft., but its ranges are mostly below 5,000 ft. and present no real problems to the aviator in suitable weather. The South Island, however, has a well defined backbone range of mountains, many of them over 9,000 ft, and numerous areas of rugged high country but low-level routes exist through them by way of river valleys 16 MARCH 1988

Story and photos by J ohn King (EAA 228003, Al e 8502) 29 Fairclough Road Beach H aven Auckland 10, New Zealand

and passes, the lowest of them in the main Southern Alps being Haast Pass at 1,874 ft but surrounded by 8,000 ft. peaks. Such low routes are of prime interest to the open-cockpit biplane pilot, not noted for flying at high altitudes or re­ liance on radio navigation aids. Instead, he's developed his map-reading - and his grip, for a lost map isn't much fun when you 're surrounded by unfamiliar

landscape a lot bigger than you are! The New Zealand vintage aviation scene is similar in many ways to that found in Australia, described by Tony Stinson in the April 1985 issue of THE VINTAGE AIRPLANE. The Tiger Moth is the best-known type, purely by reason of its numbers and longevity, for it was built locally by the hundreds dur­ ing World War II for the Empire Flying Training Scheme, when pilots were trained in New Zealand and sent off to fight in Europe and the Pacific. The Tiger Moth's NZ postwar history is a little different from that in Australia, however, for it became the standard ae­ rial topdressing aircraft for some mad years after 1949, fitted with a hopper in the front cockpit and staggering aloft from farm strips with five hundredweight (560 Ibs.) of superphosphate fertiliser for rejuvenating the country's pastures. The accident rate was horrendous ­

32.7 per 10,000 hours flown the first year - as overloaded Tigers hit fences, trees, and everything else, for 130 hp isn't much to haul that payload and a brakeless tailskid aircraft doesn't lend itself to easy ground handling. Their slow speed and robust build, on the other hand, meant a high pilot survival rate, and bent Tiger Moths were trucked back to base and reappeared remarka­ bly soon afterwards, often wearing dif­ ferent wings, fuselage and numerous other major parts, more than one being known by its original registration simply because the rudder hadn't been dam­ aged. Fortunately for the type's ultimate survival, more suitable agricultural air­ craft became available, and Tiger Moths were retired back to the aero clubs, gliding clubs as towplanes, and private owners, with many other

Cliff Bellingham over Bruce Bay in typical West Coast scenery.

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Mike Bamford takes a break from refuelling at Haast to supervise John Pheasant and Alan Land topping up his oil.

A" tied down as the sun sets in the west at Greymouth, West Coast.

airplanes sitting in component parts in the backs of hangars around the coun­ try. Their intrinsic worth as fun machine was always recognised , and in 1969 a group of private owners got together and formed the Tiger Club of New Zea­ land, still the country's main organiza­ tion for privately owned vintage aero­ planes. Prices have escalated in recent years, with the side effect of bringing more Tiger Moths back into the air, and something over two dozen are currently airworthy and active in various parts of New Zealand. The Tiger Club of NZ has its annual fly-in, competitions and general get-to­ gether at a different aerodrome each time, and the 1985 event took place at Blenheim, in the northeast corner of the South Island. Recent years have seen VINTAGE AIRPLANE 17

something of a revival in the old tradi­ tion of group sightseeing tours in these old types, and what started out to be a gentle flight around the South Island, leaving from Blenheim and taking in an Auster fly-in at Lismore, Canterbury, a week later, grew into a memorable ten­ day jaunt over many hundreds of miles

by eleven people in seven aeroplanes. Five of those were Tiger Moths, one (for part of the distance) a Replica Plans SE-SA homebuilt, and the other a 1949 Auster J/1B, the British four-place high­ wing cabin monoplane developed from the wartime spotter licence-built from the Taylorcraft series. Its extra baggage

Tigers in the grass at Fox Glacier, West Coast. 18 MARCH 1988

capacity came in handy, the rear locker of the Tiger Moth being somewhat li­ mited. Marjorie and Maurine Plowright flew their Auster from the Bay of Islands in the far north of the country. Tom Grant of Dunedin came along in his SE­ SA, and flying their Tiger Moths were chief organiser John Crosbie, Cliff Bel­ lingham, and John Pheasant, all of Au­ ckland, Alan Land from Gisborne, and Michael Bamford in the NZ Sport and Vintage Aviation Society's Tiger from Masterton. Two North Americans also came along, for a view of New Zealand that very few New Zealanders are priviliged to see. Julia Clark, from Gold River, Vancouver Island, British Columbia, was on a leisurely tour on the islands of the Pacific and met Alan Land at the most opportune moment. Richard Broussard came all the way from Lafayette, Louisiana, after reading about an earlier NZ vintage aerial safari in Continental Airlines' magazine. While Julia knew nothing about draughty old planes, Richard as the owner of an L-19 and one or two other types, at least had an inkling of what to expect on the flying side and had boned up on books about NZ geography. Nobody was prepared, however, for the combination of glorious

A pause at the Southland Gliding Club's airstrip at Five Rivers.

weather, superb scenery, interesting airstrips, and all-round sheer good fun of the trip. The scene was set even before we departed from Blenheim, with a morning mass fly-out around the Marlborough Sounds, the rugged series of almost land-locked arms of the sea that reverb­ erated to the sounds of some 20 light aircraft in (very) loose formation . Tiger Moths, Austers, Super Cubs, Jodels, and the odd Cessna 180 were allied by local topdressing pilot Dave Bishop in his sprayer Cub, landing at a suddenly crowded strip along the way and back to Blenheim for lunch. Richard was heard to say that he'd be content with just that as a reason for coming all the way to New Zealand , even before the safari itself started. We left Blenheim again after 5:00 p.m. that day on the first leg to Greymouth on the South Island's West Coast. We had a few things to learn, such as relative throttle open ings for similar speeds, and while three Tigers had long-range fuel tanks fitted, Greymouth was at about maximum range for the other two. Fortunately the weather was perfect for that leg and we didn't need the contingency plan of a top-up pause at Murchison, although a slight breeze down the length of the Grey River set us back a few minutes, and we landed and tied down in the set­ ting sun amid a gathering crowd of people. ("How's your fuel level?" "She's right - it's still damp in there!") While we were accommodated in the on the aerodrome, clubhouse Greymouth had no hangarage avail­ able, and it's amazing how the surf a few yards away on the other side of the sand dunes can sound like wind to the subconscious mind of the sleeping vin­ tage aviator. But we were most fortu­ nate in having hangars for our planes at several other overnight stops, usually

when we needed them most as the wind blew. With limited fuel endurance, much thought had been given to the question of supplies, especially in the more re­ mote parts of South Westland where there weren't any official public aerod­ romes , let alone pumps to fi ll the tanks. Added to that was the fact that aviation fuel - 100-octane being the minimum grade now available - is bad news for low-compression deHaviliand Gipsy Major engines, which were designed for "good quality motor spirit of no less than 70 octane," according to the manual, and containing no lead whatsoever be­ cause of their aluminum-bronze cylin­ der heads. Even today's motor fuel , an authorized substitute, has too much lead for these engines, but fortunately a suitable modern equivalent is found in the additive-free gasoline known as white spirit and normally used for clean­

ing purposes. John Crosbie had ar­ ranged for appropriate quantities to be trucked to strategic aerodromes. Mind you , refueling from drums, using only one pump, took some time and we seemed to spend more hours at the task than we did in the air. The only gap in the fuel arrange­ ments was at Haast, our last point in South Westland before turning inland up the Haast River and over the pass into the lake country on the eastern side of the main divide. The grapevine led us to believe that the Haast airfield, dis­ used for some years, had been reinstated , and I knew there was a pet­ rol station on the road nearby; besides, a few miles south of Mussel Point was another, unofficial strip, so we were sure of being able to put down some­ where in the area. Sure enough, Haast had a brand new gravel runway (only slightly second-hand after we'd left, tailskids and all) , pointing right into what little wind there was, and the petrol sta­ tion even had white spirit available. Op­ timism reigned supreme ! Perhaps open cockpit biplane types are basically optimists at heart, but fly­ ing conditions far exceeded even the best that anyone could have envisaged. True, we did have a solid overcast one morning , a few showers of rain another day, and some westerly winds a couple of times . However, the winds were al­ ways on the tail - John Pheasant waited for the others to catch up on the stretch down the Waitaki River by turn­ ing back into the wind and sitting abso­ lutely stationary relative to the ground ­ and the rain was only showers over the flat country of the Canterbury Plains, where visibilty was no problem. The rest of the time is was CAVU , with the spec­ ial clarity and light found only in the South Island. We showed mock horror at the sight of a puffy cloud on the hori­ zon , or wind that actually required a de-

Alan Land's Tiger Moth has a pre-flight inspection at Omarama. VINTAGE AIRPLANE 19

cision as to takeoff or landing direction. Such flying conditions , with not a bump in the entire sky and with other like-minded aviators in close proximity, are a terrible temptation for the open­ cockpit type. "I wonder if we can read the name on the hall of that place down there?" came over the gosport tube in­ tercom, so we dropped down to have a look. Next thing we knew, the inoffen­ sive little village on the Grey River was being buzzed by four Tiger Moths, and the inhabitants of Ahaura are probably still wondering what brought that on. Or the valley of the Englinton River, on the eastern edge of Fiordland with bushclad mountains rising all round. We'd flown through the valleys from the resort of Queenstown on the impossibly blue Lake Wakatipu, seeing no sign of human presence for mile after mile of genuine tourist-type scenery. The Eg­ linton contains the road to Milford Sound, however, and somebody de­ cided the camp at Cascade Creek was worth a closer look which he did - by way of a stall turn . Our policy was to keep everybody in sight of everybody else, as no aircraft carried a radio and much of the coun­ tryside was inhospitable as far as forced landings were concerned. So the flight developed (degenerated?) into a hilari­ ous trip down the wide grassy river flats, following the Glinton's meanderings and waving to trout fisherman and the occasional shepherd.Tourist buses on the Milford Sound road proved fair game, too , with occupants startled at the sight of brightly coloured biplanes going the same direction in close pro­ ximity. When one group of buses disap­ peared into a patch of forest, there on the other side would be another lot for continued sport. Dinner that evening at Lake Te Anau - barbecued wild pork, steaks, crayfish, whitebait and other de­ licacies - resounded to immoderate laughter and tales of great derring-do. But for all that, our flying certainly wasn't reckless. Any thoughts of low fly-

Richard Broussard contemplates ZK-BAT at Omarama.

ing were tempered by comments of "Remember CZX, " a Tiger Moth double fatality that resulted from flying into power wires strung across a river gorge some years ago. Such lines and iso­

"~I WONDER IF WE CAN READ THE NAME ON THE HALL OF THAT PLACE DOWN THERE. " lated flying fox wires are a real hazard. Our flying discipline was enforced by Mike Bamford, a CFI and the senior pilot among us, and we had thorough briefings and discussions on where we

At Lismore, Canterbury, "Like a lot of naughty children facing the wall." 20 MARCH 1988

were flying next. Among the lot of us were pilots who knew most of the coun­ try, and where none of us had been be­ fore, we took along a local guide. Such a stretch was the scenic joyride from Te Anau , across Lake Manapouri, through Wilmot pass into Doubtful Sound, around the 1,OOO-foot waterfall and inside the lake, 3,000 feet up the wall of the fiord , back through Malas­ pina Reach, Bradshaw Sound, and the mountains with their dozens of un­ named lakes and tarns. It was awe­ inspiring country, but we drew some comfort from the presence of Roy Toms in the Cessna 185 of Air Fiordland, the local tourist flight operator. John Pheasant was our resident air­ craft engineer (mechanic - ed .), another comforting sort of fellow to have along. As it turned out, he had very little to do as aircraft reliability was all we could have hoped for in such country, and the most work he had was in patching his own Tiger Moth when somebody else - not one of our party - dropped it in short at Te Anau and punched a couple of holes in the wing fabric. Even so, just about everyone admit­ ted to a rotten landing or two at some stage of the safari, as we popped into aerodromes, farm strips, paddocks and all manner of landing spots, managing to avoid all traces of air traffic control and unnecessary paperwork. Only at Queenstown did we have to land on a sealed runway - the wind was rather too brisk for the grass cross vector ­ but the other 18 pieces of ground we used for getting down varied from the lush grass growth of Te Anau , through all sorts of farm paddocks - and a few licensed aerodromes - to the gravel­ and-bedrock of Makarora. Everybody learned something in all that varied flying, but most importantly, everybody had tremendous fun as only those who have participated in some­ thing similar can appreciate. It certainly won't be the last of this sort of thing in New Zealand .•

WELCOME NEW MEMBERS ..

The following is a listing of new members who have joined the EAA Antique/Classic Division (through December 15, 1987). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members. Starr, Robert L. Brownsburg, Indiana

Custer, LeRoy B. ansas City, Missouri

Harvey, Keith Stockton, California

Ruark, Eric S. Baltimore, Maryland

Potter, Edward C. Pittsburgh, Pennsylvania

Stotesberry Jr., Donald L. Plymouth, North Carolina

Raffel, Leslie J. Chicago, Illinois

Cooper, Ben C. Kintbury, Berkshire, England

Kerrick, Dana Stockton, California

carpenter, Thomas L. Needles, California

Wright, Kevin L. North Mankato, Minnesota

Meteney, Timothy C. Beaver Falls, Pennsylvania

La Porte, Donald C. Bayside, Wisconsin

campbell, Jerry L. Corpus Christi, Texas

Hansen, Graham J. Sherwood Park, Alberta, Canada

Meyer, John R. Seattle, Washington

Kelley, William J. Torrance, California

Redden, Phil Pierre, South Dakota

Croskrey, Steven B. Traer, Iowa

Talch, Morton Skokie, Illinois

Bubb, John A. Jersey Shore, Pennsylvania

Cruikshank, Gordon Clinton Corners, New York

Lee, Ivor J. Sharon, Pennsylvania

Murat, George South Bend, Indiana

Adolf, James F. Kenai, Alaska

Felmley, Dan Sacramento, California

Christian, Rave La Pocherie, Angers, France

Oowsett, Barry Way Stanwell, Middlesex, England

Koebel, Colin Clarendon Hills, Illinois

King, Russell L. Sarasota, Florida

Bixby, Rex V. Selma, Oregon

Langman, Henry Manawa, Wisconsin

Gomes, Antonio Tavares Sousa Sao Miguel, Azores

Gordon, James A. Ogden, Utah

Rehbein, Marvin L. Plains, Montana

Barr, Robert W. Denver City, Texas

Hayes, Bob Toms River, New Jersey

Husted, Darla Tampa, Florida

Madden, Michael A. Appleton, Wisconsin

Daubner III, George H. Hartford, Wisconsin

Eckert, Dieter E. Paso Robles, California

Bennett, Ralph P. Suffield, Connecticut

Jones, C. Hall Kent, Ohio

Cochran, Philip Kenai, Alaska

Foster, Peter Bradford, Ontario

Elyea, Lyle Marengo, Illinois

Sands, Robert A. Cheyenne, Wyoming

Tumlin, Robert L Greenwood, Mississippi

Conrad, Nicholas Cherry Hill, New Jersey

Cochran, Eugene E. Martinsville, Virginia

Zerby, Judy A. Coon Rapids, Minnesota

Williams, William L Lewistown, Montana

Thompson, Phillip Amarillo, Texas

Morrison, Rae Federal Way, Washington

Marrero, Andres Rio Piedras, Puerto Rico

campbell, James R. Vincennes, Indiana

Stewart, Jeffery D.

larrimore, Joseph K. Harrington, Delaware

Roberta II, Robert G. Parkersbury, Nevada

Spence, Pete

Santer, California Swlres, C. James Oil City, Pennsylvania

Silva Jr., Joseph A. Fremont, California

Wines, Lyle G. Cambria, California

Paneok, Ellen Barrou, Alaska

O'Dell, Thomas R. Milan, Michigan

Fey, Jon Downers Grove, Illinois

Pappas, James Lodi, New Jersey

0IcHIeId, Guy V.

Ferrara, Ronald J. Murfreesboro, Tennessee

Halverson, W. R. Sparks, Nevada

Kundlg, Konrad J. A. Randolph, New Jersey

Munson, Russell New York, New York

Ziegler, Donald F. Fond du Lac, Wisconsin

Uchtenberg, Bruce A. Saugus, California

Digatl, Anthony J. Azusa, California

Chesllk, Scott L. Muncie, Indiana

Owens,Jeff Kingsport, Tennessee

Lang, Mathew Ocala, Florida

Hanklson, Walter Shiloh, New Jersey

Gutzmann, Gerald E. Milwaukee, WISConsin

Bedford, Dennis L Auke Bay, Alaska

Kendrick, Jerry E. Pineville, Louisiana

Dudley Jr., Larry D. Roanoke, Virginia

Bristol, David Torrance, California

Prox, Dennis Port Orange, Florida

Strlbl!ng, James L Columbus, Indiana

Kowalczyk, Walter L Morris, Illinois

Mumford, Donald Warre, Ohio •

,

Mail Kirk, Ontario, Cana.Ya

Richland, Washington

VINTAGE AIRPLANE 21

The Time Cap_s_u_'_e_____B.._.Y_Ja_Ck_C_OX_

Photographs are time capsules . • . a fleeting instant frozen forever . .. preserved for future generations to use as a peephole to the past. The EAA Foundation has thousands of negatives that have been donated by photographers . . • or their estates . . . who attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes passing through. These priceless peeks at aviation's Golden Age deserve to be seen . .. and we intend to present a few of them each month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month's photos are from the Schrade Radtke Collection.

No, this is not Bill Turner at Oshkosh - it's Marion McKeen with the original Miss Los Angeles at the Cleveland Air Races. The racer was powered with an inline, inverted, six-cylinder Menasco C-6-S Buccaneer fitted with an eight inch centrifugal supercharger. It developed about 300 hp at 2,900 rpm ... from 544 cubic inches. Top speed was about 270 mph. The original was destroyed in a racing accident Cleveland in 1939 ... and only Bill Turner's Ranger powered in replica remains today. Radtke Collection #202. One of just seven Monosport 2s built, NC136K was powered by a 100-hp Kinner K-S. The logo on the vertical fin reads "Wolverine Insurance Co., Lansing, Michigan." Built in 1929 or early 1930, the airplane was four or five years old when this photo was taken in the mid-30s. Any of you Michiganders remember it? Radtke Collection #803.

A Boeing P-26A the way they really looked - with gravel pitted wheel pants and soot streaks down the sides of the fuselage. Note the gunsight, radio mast and the high "headrest" - most of which was actually a fairing for the turnover structure. The prototype, XP-936, and the early production models had smaller, more attractive headrests, but they were raised eight inches after a pilot was killied in a turnover that only moderately damaged the airplane. Likewise, flaps were added after the Army found the landing speed of 82-83 mph to be too fast! The P-26A was the first U.S. production all-metal, monoplane fighter (put In service In 1934) and survived to be the last open cockpit, fixed gear, externally braced fighter In the Inventory. This one belonged to one of the 1st Pursuit Group squadrons. Radtke Collection #169. Judging by the landing lights mounted on the gear legs, this Kinner K-5-powered American Eagle A-129 must have been used for a lot of night flying. Maybe the owner flew at night to avoid all the guffaws concerning the long nose - and the nicknames like " Anteater Eagle", etc., etc. It was a sturdy 01' bird ... but It never won any beauty contests. Radtke Collection #34.

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1987

by John Berndt (EAA 36591, AlC 984) 7645 Echo Point Rd. Cannon Falls, MN 55009 On Saturday, June 6, the sound of Ranger and Warner engines filled the air at the Coldwater, Michigan airport. The third annual "Fairchild Reunion" was under way. Actually, it started on Friday afternoon when the early arrivals began to trickle in. Three Fairchild 24s parked by Mike Kelly's hangar. By noon on Saturday, the reunion was in full swing. This was the year of the Warner en­ gine. For years those of us who fly Rangers in our ships have been giving the Warner boys a bad time about hav­ ing to work on their engines. This year the Warners outnumbered the Rangers two to one. To top it off, Gar Williams from Naperville, Illinois flew in a Warner-powered Cessna Airmaster. The PT section was very will rep­ resented . Eight PTs of all models flew in. John Mertesdorf of Nicollet, Min­ nesota flew the greatest distance to the reunion. In spite of the wind and the 24 MARCH 1988

thermals a photo flight was held on Saturday. With Ken Fork flying his Fair­ child 24 and Harland Avezzie as the photographer, four of the PTs were able to get in formation for some good pic­ tures. These pilots see each other only once a year so this was no small ac­ complishment. As the wind died and evening ap­ proached, Ed Escallon in his Pitts put on an aerobatic show. Ed also has a PT-26 and maybe he will repeat the show in his Fairchild some time. By the time it was too dark to fly, 10 Fairchilds were tied down. John Mertesdorf, Dick and June Reich , Jeff and Ralph Reese and Jim Martin were in their PTs. Ed Wegner, Charlie Bell, Tony Grunner and Ken Fork with their 24s. Mike and Phil Kelly added their PTs to the line. On this first day of the 1987 Fairchild Reunion , with the flying over for the day, all of us got together for hangar flying and renewing old friendships. Sunday would be the annual Branch County Fly­ ing Club's Fly-in Breakfast. It is held the first Sunday in June very year and is the largest and oldest fly-in breakfast in

Michigan. By nine a.m. Sunday the air­ port was covered with planes. Jack Taft and Bob Greenhoe came in with their PTs and Robert Bare and Dave New­ bury brought their 24s. The Yankee Air Force brought their DC-3/C-47 in for a static display. The big twin looked like a mother hen guard­ ing her chicks with all the smaller air­ craft parked around it if Sue Parish flew her pink P-40 to the fly-in also. I am sure many of you have seen Sue flying this ship at Oshkosh and other events. We were happy that she was able to come to the reunion. Sunday was a day of special events highlighted by the dedication of a plaque in the memory of Harriet Quimby, a former Branch County resi­ dent who made history as the first woman to become a licensed pilot in the United States. History has not been kind to Harriet. She started flying in 1911 . After a little over four hours' time in the air she took the test for her pilot's license and on August 1, 1911 she was issued Aero Club of America's Pilot Number 37 - the nation's first licensed

woman aviator. Harriet decided to be the first woman to fly across the English Channel. On April 16th, 1912, at 5:30 a.m., she left the English Coast and landed on a hard beach in France. If Harriet's story made the paper at all, it was not on the front page. You see, on the night of April 14th, an ocean liner hit an iceberg and sank in the North At­ lantic. From mid-April, the world cared to hear about nothing else but the loss of the Titanic. On July 1, 1912, Harriet Quimby was killed in an accident at a Boston air­ meet. Her flying career had lasted less

than a year. By the early afternoon on Sunday the events at Coldwater were winding down. The first pilot to leave was Dave Nelson in his J-3 CUb. The wind was out of the west at 20 mph so it was going to be a long flight back to Racine, Wisconsin for Dave. About four p.m. the only Fairchild left on the line was Tony Grunners 24. He was going to fly back to his home later in the evening. Har­ land Avezzie and his wife had started the long drive to their home in Westfield, Massachusetts. Next year we'll see the PT-23 Harland is rebuilding.

Letters To The Edito'<sr,iB

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(Continued from Page 5)

Editor, The December 1987 The Vintage Airplane contained an article by Glen Stadler. Included were remarks con­ cerning Bud Gurney and Charles Lindbergh. Mr. Stadler might make the following corrections for his records. Gurney and Lindbergh barnstorming in an "old Curtiss Robin?" The Robin was certificated in May 1928, A.T.C. No. 40 (Juptner, Vol 1., page 111), one year after the Lone Eagle completed the New York-Paris flight. Gurney and Haneline honoring Gen­ eral Lindbergh's last request to fly him from Los Angeles? Bud Gurney had been retired from United Air Lines for over ten years when Lindbergh died. On August 18th, 1974 I was captain on United flight 955 from O'Hare to

Honolulu. On arrival at Honolulu we docked immediately behind the New York-Honolulu nonstop and saw a dis­ embarking by fork lift of a stretcher case. At the layover hotel I talked with Cap­ tain Bill Picune, of flight 993, I believe, _and he said that indeed Charles Lindbergh was on the flight from New York, accompanied by his gracious wife Anne and a medical person. The group was then flown to Hana on Maui by am­ bulance plane. The method of travel from Hana to the Lindbergh home near the Seven Pools, I don't know. Next Honolulu trip on August 25th, we heard that the great man had passed away at his home on Maui with burial in the local churchyard in a wooden , hand­ made coffin. Bud Gurney was a true gentleman

After reviewing the past two days events with Mike Kelly I pointed my pick­ up truck west on Highway 12. My co­ driver for the trip, Chuck Alsip, said, "At least you had a ship at this year's reun­ ion," and promptly fell asleep. Yes, this year I had a ship there. I had bought a 1947 F-24 and was hauling it back to Minnesota to rebuild. Someday I might buy an airplane that is flying . Plans are being made for the 1988 Fairchild Reunion to be held again at Coldwater, Michigan. The dates are Saturday and Sunday June 4th and 5th. We hope to see you there .



and he'd be the last person to agree with Mr. Stadler's version. We all know how reporters get carried away, especially when the subject is aviation oriented. But an "old" Curtiss Robin, a high-wing cabin monoplane vs. an open cockpit biplane, as was Lindy's Jenny. C'mon Mr. Stadler! Incidentally, Captain Picune was in­ terviewed at length by the company paper, "The Mainliner" at that time, and he mentioned that the inbound routing to Honolulu was over Maui and the Haleakla volcano, only a short distance by air from the Lindbergh Maui home and (they asked) would Lindy like a short detour to see it. Lindbergh replied that would be nice, but no, he did not want to delay the passengers. This world is immensely better for Charles A. Lindbergh having lived in it. Charles H. Smith (EAA 5529, NC 43) 204 W. Lockport Street Plainfield, Illinois 60544-1940. VINTAGE AIRPLANE 25

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ClubActivities

Compiled by Norm Petersen

West Coast

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WEST COAST CESSNA 120/140 CLUB MEYERS AIRCRAFT OWNERS AS­ SOCIATION

The 1987 Meyers Aircraft Owners As­ sociation fly-in was held at Sedona, Arizona and featured some excellent seminars on formation flying as well as aviation insurance. The camaraderie of the group is something else! The '88 fly-in is not officially located as yet, but stay tuned for the latest information. An urgent note to all Meyers 2000 aircraft owners comes as a result of Pard Diver and his strip at Tecumseh, Michigan. Pard discovered a Rockwell­ built Meyers 2000 that was missing a support brace for the elevator torque tube. This poses a potentially danger­ ous situation ! The brace in question is located about halfway back in the tail­ cone and everyone who owns an Aero Commander 2000 should immediately check to determine that their aircraft does in fact have the brace installed. This is easily done by removing the back plate in the baggage compartment and using a flashlight, following the round tube that goes all the way back to the tail, making sure that there is a cross piece with a piece of phenolic ma­ terial that the tube passes through ap­ proximately halfway back in the tail­ cone. This piece supports the tube and without the brace, the tube could buckle and fail under adverse conditions such as heavy ice or heavy wind gust loading on the elevator! If this piece is missing from your airplane, contact Pard Diver at Tecumseh Aviation, Tecumseh, Michigan immediately, telephone 5171 423-8040. For more information on the Meyers Aircraft Owners Association, contact the club secretary, William E. (Bill) Gaffney, 26 Rt. 17K, Newburgh, New York 12550, phone 914/565-8005 .

26 MARCH 1988

It seems the Cessna 170 bunch set a record of sorts in 1974 when some 76 Cessna 170s arrived at Oshkosh for the "big one." Now any club worth its salt knows that records are made to be broken! Therefore, members of the Cessna 1201 140/140A group (which includes the West Coast Club) have taken it upon themselves to do just that! Somehow, the theme, "88 in '88" popped up and all signals are lined up for an arrival that will be remembered at Oshkosh for years to come. Plans call for the gathering at a satel­ lite airport on Thursday, July 28, and with everything in readiness, takeoff will be seven a.m. for an "in-trail" arrival at Oshkosh between 0900 and 0930 on Friday, July 29, the first day of EAA Oshkosh '88. The Monticello, Iowa Municipal Airport has been selected as the satellite airport, and it has the ca­ pacity to handle the entire group of Cessna 120/140 airplanes and crew. Quite a gathering is planned, including many different events that are bound to please all. If you are a 120/140/140A driver and are planning on attending EAA Osh­ kosh '88, don't miss this once-in-a­ lifetime opportunity to become part of "88 in '88." For more information, con­ tact the co-chairmen of the event: Jim Barker, 25636 Franklin Avenue, No. 1, Hayward, CA 94544-2824 or Jack Cro­ nin, 433 Franklin Street, Denver, CO 80218. If you are able to volunteer any time or talents, please inform the chair­ man. Membership in the West Coast Cessna 120/140 Club is $10 per year. Contact the club treasurer, Elsie Thompson , at P. O. Box 727, Roseburg , OR 97470-0151 for information, phone 503/672-5046 .

~"-:SONANZ'A

TWIN BONANZA ASSOCIATION

With its second birthday just passed, the Twin Bonanza Association seeks to assist those interested in joining to­ gether to share experiences and assist in documenting this classic aircraft so that it takes its rightful place in aviation history. The Twin Bonanza is techni­ cally referred to as the Model 50 and often referred to as the "T-Bone. " This rather hefty twin-engine aircraft was built by Beech in 13 variations from the Model 50 to the Model J50. Some 396 ''T-Bones" are listed on the FAA re­ gister plus 27 military Model U-80 and 2 model L-23D for a grand total of 425. Useful load in the ''T-Bone'' varies from 1,750 Ibs. to 2,830 Ibs., depending on model, so you can see the load car­ rying ability of these twins. One member of the association hauls 10 skydivers at once in his airplane! Most Twin Bonanza aircraft are powered with six­ cylinder Lycoming engines of 260 to 340 hp, although some have been con­ verted to even larger engines. The newsletter published by the as­ sociation is full of information and tips on caring for and operating the "T­ Bone" in a safe manner. The latest issue includes a two-page form for con­ ducting a 100-hour inspection on the aircraft plus a large comparison chart with vital statistics on the 13 models of the T-Bone. The editor of the newsletter is Richard I. Ward. Membership in the as­ sociation is $25 domestic and $35 foreign . For information, contact Ward in care of the Twin Bonanza Association, 19684 Lakeshore Drive, Three Rivers, Michigan 49093, phone 616/279-2540.

VINTAGE SEAPLANES

by Norm Petersen

This month we feature two more photos from the collection of John Finiello, Jr. (EAA 250290, AlC 10530), 219 Adams N.E., Albuquerque, NM 87108. These two pictures were taken in 1946 in Toronto, Canada at the Tor­ onto Island Airfield (and sea­ plane base). The dashing young man leaning against the float is 18-year-old John Finiello in his favorite " Howard Hughes" jacket. The aircraft is a Cessna T-50 pow­ ered with 245-hp Jacobs en­ gines using Hamilton Standard controllable props and mounted on a set of Edo 61-5870 floats. The T-50 (UC-78) was known as the "Crane" in Canadian service and affectionately referred to as the " Bamboo Bomber" in the U.S. The T-50 was also ap­ proved on Edo YD-6470 floats. A close inspection of the photos reveals the Canadian re­ gistration CF-DIC and the name, G.H. Goodsall, Euclid Sales & Service. Visible in the back­ ground are such interesting floatplanes as a Staggerwing Beech, WACO Cabin, Stinson 108, DeHavilland Fox Moth, Cessna 140 and a DeHaviliand DH 89 "Rapide" .

by George A. Hardie, Jr. In the history of the development of aviation there were many attempts to design the perfect personal airplane. This is evidently one man's idea for a homebuilt for his personal flying plea­ sure. The photo was submitted by Ed Peck of Waddy, Kentucky. The photo is stamped on the back with a photo­ grapher's stamp originating in San Diego. No date or location is known. An­ swers will be published in the June, 1988 issue of THE VINTAGE AIRPLANE. Deadline for that issue is April 10, 1988. Several interesting answers were re­ ceived about the Mystery Plane in the December, 1987 issue of THE VIN­ TAGE AIRPLANE. Harold Armstrong of Rawlings, Maryland writes: ''The Mystery Plane in the December issue is an American Flea Triplane. It was designed by Cassel de Hibbs and marketed by Universal Aircraft Co., Inc. of Ft. Worth, Texas in the 1930s and early 1940s. In more recent years Thur­ man Baird of Asheville, North Carolina sold plans for this aircraft. Enclosed is a copy of a brochure which contains specifications and prices. "We have the scanty remains of an earlier Flea which was put together by Bruce Hutton when he was a very young fellow. Found it in a barn near Grafton, "'lest Virginia several years ago. It was powered by a Model A and differs considerably in both design and construction from the later type. Be­ cause of its poor condition, missing parts and lack of information we have thus far not made an effort to restore it. There is no evidence that this aircraft ever flew." Luverne A. Kramer of Deadwood, South Dakota writes : ''The Mystery Plane pictured in the December issue is my American Flea Triplane that I built in 1952 and 1953. To build it I used brochures with pic­ tures, plus pieces of wing and fuselage that I obtained from Lillian Holden of Fort Worth, Texas who claimed to own the patents. I first learned of the airplane in ads in aviation magazines powered with a Ford Model A engine, but did not write for information on the plane until 1951 . "I was unable to obtain blueprints and had to rely on the bits and pieces of plane that Ms. Holden gave me while on a trip to Texas. After completion, I made up blueprints and also a 16-mm film and sent them to Ms. Holden. I was to be paid for my work, but never re­ 28 MARCH 1988

ceived anything. Ms. Holden was not a pilot, although at one time she owned the Standard Aero Craft Co. and the Universal Aircraft Co. She referred to a Mr. Hibbs in one letter as a former part­ ner, who could have been the original owner of the design. "I flew the single place triplane for ap­ proximately 30 hours. It was powered with a 65-hp Lycoming, fuel capacity was six gallons. It cruised at 80 mph and landed at 45 mph. It had a good climb performance - 800 fpm - and a 1~O-foot takeoff roll. Its handling made it suitable for only an experienced pilot. The rudder and elevator had very quick responses, while the ailerons handled normally. "In 1958 I heard that EAA wanted to start a museum at Hales Corners so I contacted Paul Poberezny to see if he

was interested in my triplane for the mus~um. I decided to donate the plane for display and 'safekeeping'. It was the second plane for the museum after Steve Wittman's racer 'Bonzo'." Paul Robertson, Jr. of Richmond Michigan writes : ' ''The original designer and builder was a Ms. Lillian Holden whom I con­ tacted in 1980. I was and am interested in purchasing one. Ms. Holden was sei­ ling the company in 1980 to Arthur Neal of Hastings, Michigan. I made several attempts to follow up Mr. Neal's prog­ ress but on my last inquiry no planes had been completed ." Other correct answers were received from Doug Rounds, Zebulon, GA; Frank Pavliga, Cuyahoga Falls, OH ; Wayne Van Valkenburgh, Jasper, GA and Leo Opdycke, Poughkeepsie, NY. •

In December, the American Flea Triplane.

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AIRCRAFT OWNERS SAVE MONEY...FLY AUTOGAS If you use 80 octane avgas now, you could

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Or write: EAA-STC, Wittman Airfield, Oshkosh, WI 54903-3065 For faster service, have your airplane's "N" number and serial number; your engine's make, model and serial number;· and your credit card number ready.

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T~. RE-UVE IT! The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reproduction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Vol. I (no. 21-14452) and Vol. II (no. 21 -14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EM Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside WisconSin, phone 1-800-843-3612.

30 MARCH 1988



You've borrowed a buddy's air­ plane to fly the family to a re­ mote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much better. But what if your flight doesn't go as planned? AVEMCO wants you to be a protected pilot. Be­ fore you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available. In most cases, the owner's in­ surance protects him, not you. If you have an accident, it is prob­ able that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss. Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the industry. We can even bind your insurance right over the phone. Be a protected pilot. Call AVEMCO today, toll-free.

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