VA Vol 49 no 4 Jul Aug 2021

JULY / AUGUST 2021

SUN ’N FUN PHOTOS STINSON SR-9C CLASS OF ‘46

Time Travel

TRAVEL AIR

Preproduction vehicle shown. Available spring 2022.

ALL-NEW. ALL-ELECTRIC.

T H E

2 0 2 2

F - 1 5 0

L I G H T N I N G

Message From the President

July/August 2021

SUSAN DUSENBURY, VAA PRESIDENT

STAFF Publisher: Jack J. Pelton, EAA CEO and Chairman of the Board Vice President of Publications, Marketing, and Membership: Jim Busha / jbusha@eaa.org Senior Copy Editor: Colleen Walsh

The Wait Is Over AS YOU READ THIS, we are just weeks

away from EAA AirVenture 2021. This is an exciting time. Adventure awaits!

Of course, leading up to this fun-filled week is what I refer to as the “nuts and bolts” part of the operation. And this year those nuts and bolts got a whole lot more complicated as we put coronavirus precautions into the mix. We have followed the CDC, state of Wisconsin, county of Winnebago, and city of Oshkosh COVID-19 mandates and recommendations. Then we took it a step further by asking every Vintage chairperson to think about their area of responsibility and to critique it from a COVID-19 prevention/ intervention perspective. Each chairperson was sent a risk assessment form specific to their area and was asked to list every potential risk that they could think of as well as what would be needed to mitigate those risks. In the end, we put in place every recommended procedure from our chairpersons and even added a few of our own. We purchased all of the PPE listed by each chairperson and added other PPE that we thought may be of use in their operation.

At Vintage we have 31 chairpersons who oversee the VAA operations not only during AirVenture but also throughout the year. The Charging Station, which is chaired by the talented and capable JoAnne Fox, is a good example of the COVID mitigation procedures that we will institute throughout the Vintage area during EAA AirVenture 2021. For those of you who may be unfamiliar with the Vintage Charging Station, it is a

Copy Editors: Tom Breuer, Jennifer Knaack Proofreader: Meghan Plummer Graphic Designer: Cordell Walker

building located just behind and west of the VAA Red Barn. A person can take portable electronic devices there to be charged. Also, located on the outside walls of the Charging Station are outlets for charging electrically powered scooters and wheelchairs. These outside wall outlets can be located by the cement parking pads on the ground under the outlets. The risk concern for the Charging Station was identified as follows: “The handling of electronic devices, which are known to be laden with germs.” The fix as stated by Chair JoAnne Fox: “We are taking meticulous precautions to avoid direct contact with any electronic devices by the use of many different and appropriate types of PPE.”

ADVERTISING Advertising Manager: Sue Anderson / sanderson@eaa.org

CONTACT US Mailing Address: VAA, PO Box 3086, Oshkosh, WI 54903 Website: www.eaavintage.org Email: vintageaircraft@eaa.org Phone: 800-564-6322 Visit www.eaavintage.org for the latest in information and news.

Current EAA members may join the Vintage Aircraft Association and receive Vintage Airplane magazine for an additional $45/year.

“We are taking meticulous precautions to avoid direct contact with any electronic devices by the use of many different and appropriate types of PPE.”

EAA membership, Vintage Airplane magazine, and one-year membership in the EAA Vintage Aircraft Association are available for $55 per year (Sport Aviation magazine not included). (Add $7 for International Postage.)

Foreign Memberships Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required foreign postage amount for each membership.

Membership Service P.O. Box 3086, Oshkosh, WI 54903-3086 Monday–Friday, 8 AM—6 PM CST Join/Renew 800-564-6322 membership@eaa.org

— JoAnne Fox EAA AirVenture Oshkosh www.EAA.org/AirVenture CONTINUED ON PAGE 64

PHOTOGRAPHY COURTESY OF EAA ARCHIVES

888-322-4636

www.eaavintage.org

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Contents FE AT UR E S

16 A Look at Vintage Aircraft at SUN ’n FUN Aerospace Expo Photography by various photographers

26 What It Took to Bring a Legend Back to Life Rick Hansen’s 1929 Travel Air 4-D

By Rick Hansen

38 A Check Off the Bucket List Dennis VanGheem’s Stinson SR-9C and the history behind it

By Christina Basken

50 Comparing the Class of ’46 Cub vs. Taylorcraft vs. 120/140 vs. Luscombe vs. Aeronca Champ

By Budd Davisson

Discussing the finer points of Cub flying at SUN ’n FUN.

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July/August 2021

PHOTOGRAPHY BY CAMDEN THRASHER

July/August 2021 / Vol. 49, No. 4

COLUM NS 01

Message From the President

By Susan Dusenbury

04

Friends of the Red Barn

06

VAA News

12

How To? Using a Tap Tester Tool

By Robert G. Lock

06

Good Old Days

60

The Vintage Mechanic Continental W-670 Main Bearing Failures, Part 1

By Robert G. Lock

64

Flymart

COV ER S

Front Connor Madison captures Rick Hansen’s Travel Air during an early fall Wisconsin morning.

Back Dennis VanGheem’s Stinson SR-9 sits proudly on its grass strip after a long restoration.

Photography by Christina Basken

QUESTIONS OR COMMENTS? Send your thoughts to the Vintage editor at jbusha@eaa.org.

For missing or replacement magazines, or any other membership-related questions, please call EAA Member Services at 800-JOIN-EAA (564-6322).

www.eaavintage.org

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Friends of the

RED BARN 2021-2022

DEAR FRIENDS,

For one week every year a temporary city of about 50,000 people is created in Oshkosh, Wisconsin, on the grounds of Wittman Regional Airport. We call the temporary city EAA AirVenture Oshkosh. During this one week, EAA and our communities, including the Vintage Aircraft Association, host more than 500,000 pilots and aviation enthusiasts along with their families and friends.

As a dedicated member of the Vintage Aircraft Association, you most certainly understand the impact of the programs supported by Vintage and hosted at Vintage Village and along the Vintage flightline during EAA AirVenture Oshkosh every year. The Vintage flightline is 1.3 miles long and is annually filled with more than 1,100 magnificent vintage airplanes. At the very heart of the Vintage experience at AirVenture is Vintage Village and our flagship building, the Red Barn.

Vintage Village, and in particular the Red Barn, is a charming place at Wittman Regional Airport during AirVenture. It is a destination where friends old and new meet for those great times we are so familiar with in our close world of vintage aviation. It’s energizing and relaxing at the same time. It’s our own field of dreams!

The Vintage area is the fun place to be. There is no place like it at AirVenture. Where else could someone get such a close look at some of the most magnificent and rare vintage airplanes on Earth?

That is just astounding when you think about it. It is on the Vintage flightline where you can admire the one and only remaining low-wing Stinson TriMotor, the only two restored and flying Howard 500s, and one of the few airworthy Stinson SR-5s in existence. And then there is the “fun and affordable” aircraft display, not only in front of the Red Barn but along the entire Vintage flightline. Fun and affordable says it all. That’s where you can get the greatest “bang for your buck” in our world of vintage airplanes!

For us to continue to support this wonderful place, we ask you to assist us with a financial contribution to the Friends of the Red Barn. For the Vintage Aircraft Association, this is the only major annual fundraiser and it is vital to keeping the Vintage field of dreams alive and vibrant. We cannot do it without your support.

Your personal contribution plays an indispensable and significant role in providing the best experience possible for every visitor to Vintage during AirVenture.

Contribute online at EAAVintage.org. Or, you may make your check payable to the Friends of the Red Barn and mail to Friends of the Red Barn, PO Box 3086, Oshkosh, WI 54903-3086.

Be a Friend of the Red Barn this year! The Vintage Aircraft Association is a nonprofit 501(c) (3), so your contribution to this fund is tax deductible to the extent allowed by law.

Looking forward to a great AirVenture 2021!

SUSAN DUSENBURY, PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

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July/August 2021

PHOTOGRAPHY BY JACK FLEETWOOD, JIM KOEPNICK

C A L L F O R V I N TA G E A I R CR A F T A S S O CI AT I O N

Nominate your favorite vintage aviator for the EAA Vintage Aircraft Association Hall of Fame. A great honor could be bestowed upon that man or woman working next to you on your airplane, sitting next to you in the chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, historian, photographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductee — but only if they are nominated.

The person you nominate can be a citizen of any country and may be living or deceased; his or her involvement in vintage aviation must have occurred between 1950 and

the present day. His or her contribution can be in the areas of flying, design, mechanical or aerodynamic developments, administration, writing, some other vital and relevant field, or any combination of fields that support aviation. The person you nominate must be or have been a member of the Vintage Aircraft Association or the Antique/Classic Division of EAA, and preference is given to those whose actions have contributed to the VAA in some way, perhaps as a volunteer, a restorer who shares his expertise with others, a writer, a photographer, or a pilot sharing stories, preserving aviation history, and encouraging new pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part.

•Think of a person; think of his or her contributions to vintage aviation.

•Write those contributions in the various categories of the nomination form.

•Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view.

•If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame, nominations for the honor are kept on file for three years, after which the nomination must be resubmitted.

Mail nominating materials to: VAA Hall of Fame, c/o Amy Lemke VAA PO Box 3086 Oshkosh, WI 54903 Email: alemke@eaa.org

Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted.

•Name of person nominated.

•Address and phone number of nominee.

•Email address of nominee.

•Date of birth of nominee. If deceased, date of death.

•Name and relationship of nominee’s closest living relative.

•Address and phone of nominee’s closest living relative.

•VAA and EAA number, if known. (Nominee must have been or be a VAA member.)

•Time span (dates) of the nominee’s contributions to vintage aviation.

(Must be between 1950 to present day.)

•Area(s) of contributions to aviation.

•Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame.

•Describe achievements the nominee has made in other related fields in aviation.

•Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received.

•Any additional supporting information.

•Submitter’s address and phone number, plus email address.

•Include any supporting material with your petition.

VAA News

EAA AirVenture Oshkosh 2021 Updates VAA 50th anniversary brings multiple aircraft groups to Oshkosh

NOTABLE AIRCRAFT ANNIVERSARIES and gatherings of beautiful airplane types are among the highlights this year as the Vintage Aircraft Association celebrates its 50th anniversary during EAA AirVenture Oshkosh 2021.

Among the featured aircraft in 2021 are Stinsons, commemorating their 100th anniversary held over from 2020, and Short Wing Pipers such as the iconic Vagabond, Clipper, Pacer, TriPacer, and Colt. Limited special parking areas have been established for these two groups. Stinson owners who want to participate should contact the International Stinson Club at StinsonOwners.org, while Short Wing Piper owners should contact the Short Wing Piper Club at ShortWingPiperClub.org.

There are numerous other notable vintage aircraft gatherings at Oshkosh, including those held over from 2020. Owners should contact their type clubs (noted here if available) for additional Oshkosh information:

• Cessna 120/140 75th anniversary: Cessna120140.com • Globe Swift 75th anniversary: SwiftMuseumFoundation.org • Howard Aircraft: HowardAircraft.org • Cessna 195: Cessna195.org • Cessna 180/185: Skywagon.org • Twin Bonanzas: Bonanza.org • Comanche Aircraft: ComancheFlyers.com • Beech Staggerwings • Ryan Navions

• Taylorcraft 2020 85th anniversary: Taylorcraft.org • Ercoupe 2020 80th anniversary: Ercoupe.org • Aeronca Chief 2020 75th anniversary: Aeronca.org

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Due to limits on aircraft group parking areas at AirVenture, aircraft types may park together only if they arrive together. There is designated parking for past Oshkosh grand champion aircraft.

VAA officials also welcome a limited number of aircraft for its affordable aircraft area, which highlights how vintage aircraft provide a way into aviation ownership at an affordable price. Interested aircraft owners may contact VAA at EAAVintage.org/Fun-And-Affordable-Display.

The Vintage Aircraft Association will also be hosting “22s in ’21,” a weeklong celebration of the Piper Tri-Pacer, Caribbean, and Colt. The PA-22, one of Piper’s cornerstone airplanes as well as one of general aviation’s most significant aircraft, will be observing its 70th anniversary.

Additionally, the PA-22’s predecessor, the PA-20, will be recognized in honor of its 71st anniversary due to the inability to celebrate the 70th in 2020. There will be special parking, forums, and interviews to commemorate these magnificent airplanes.

Prior to the cancellation of EAA AirVenture Oshkosh 2020, plans were underway to observe the 100th anniversary of the Stinson Aircraft Co. Vintage will instead celebrate the Stinson 100+1 anniversary at AirVenture 2021, with special parking available to owners, forums, and interviews. All Stinson models will be featured, including a rare Stinson Junior and two Stinson Tri-Motors, including the only low-wing Stinson in existence.

Vintage is always a temporary home for some rare and exciting airplanes, and while some of the aircraft that may be featured are still up in the air, we plan to host an American Airlines DC-3 as well as two Travel Air 6000s.

Our Vintage Hangar is once again projected to have a full lineup of forums, which take place Monday through Friday mornings at at 8, 9, 10, and 11. A current schedule of confirmed forums follows:

PHOTOGRAPHY BY JAY BECKMAN, BRETT BROCK, JACK FLEETWOOD, CONNOR MADISON

• Tuesday: Hatz Biplane Association, Aeroncas, and Swift Museum Foundation • Wednesday: International Stinson Club and Fairchild Club • Thursday: International Stinson Club, American Waco Club, and Aeronca Aviators Club

www.vintageaircraft.org

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VAA News Other groups slotted for forums but not yet finalized on the schedule include the Short Wing Piper Club (two forums as part of the 22s in ’21 celebration), Aeronca Aviators Club, Ercoupe Owners Club, and the American Navion Society.

In addition, don’t miss the annual Vintage Town Hall Meeting taking place in the Vintage Hangar on Monday. We’ll be serving coffee and doughnuts (with safety precautions in place) starting at 7:30, and the meeting will begin at 8.

Vintage Hangar is also your headquarters for vintage type clubs. There are currently 11 type clubs confirmed to have tables, with another 11 expected. Stop by between 12:30 and 5 Monday through Friday to talk with a representative.

Your visit to Vintage wouldn’t be complete without a stop at the Rose Plaza Interview Circle for Ray Johnson’s Vintage in Review! Ladies for Liberty will be returning this year to open each day with fun and upbeat music from the World War II era. Following their performance, Ray will feature a select group of special aircraft along with interviews of the owners, pilots, and mechanics. You’ll get the inside scoop on some amazing vintage airplanes from the people who know them best! In addition, there will be daily runs of both an OX-5 and rotary engine.

If you’re in the mood to shop, stop by our VAA Red Barn Store and Vintage Bookstore! The Red Barn is stocked with exciting, new one-of-a-kind merchandise exclusive to Vintage.

You’ll find clothing, accessories, decorative items, toys, home goods, and so much more. We’ll even have hand sanitizer, sunscreen, umbrellas, and chairs in case you forget to bring them with you. If you’re looking for aviation-related reading material, make sure to stop in our bookstore. All books have been donated and are resold at reasonable prices with proceeds going toward upkeep and improvements to the Vintage grounds. We have a huge selection, so you never know what you’ll find!

Tall Pines Café will be adding a special grab-and-go section where guests will be able to purchase portable breakfast and snack items. The menu is still being finalized, but we’ll be sure to include some exciting options. For those of you who chose to dine inside the building, you’ll be able to enjoy our new and much improved tables and chairs.

Finally, don’t forget to visit our Charging Station next to the Red Barn if your phone is running low on power.

As we get closer to AirVenture, be sure to keep an eye on our website (EAAVintage.org) and Facebook page (Facebook. com/EAAVintage) for additional information on Vintage features and attractions at EAA AirVenture Oshkosh.

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July/August 2021

PHOTOGRAPHY BY ED HICKS

JOIN US THE VINTAGE AIRCRAFT ASSOCIATION WILL BE CELEBRATING THE 70TH ANNIVERSARY OF THE ICONIC PIPER PA-22 AIRCRAFT AT EAA AIRVENTURE OSHKOSH 2021.

Please join us in the festivities, which include educational forums on the history and maintenance of the PA-22 aircraft as well as other events. Our VAA Red Barn store will feature specially designed PA-22 clothing along with other items.

DON’T MISS THIS FUN AND INFORMATIVE EVENT!

FOR MORE INFORMATION VISIT EAAVINTAGE.ORG AND FACEBOOK.COM/EAAVINTAGE

VAA News

Golden Anniversary 50th Stearman fly-in

A HISTORY OF THE NATIONAL STEARMAN FLY-IN Jim Leahy of Galesburg, Illinois, and Tom Lowe, of Crystal Lake, Illinois, first met at the Antique Airplane Association’s national fly-in at Ottumwa, Iowa, in 1969.

Over the next few years, their friendship grew as they attended various fly-ins together in their Stearmans. Every time they met, they would say to each other, “We ought to get the Stearmans together.” Eventually, in January 1972, Jim telephoned Tom and informed him that he was going to have a Stearman fly-in at Galesburg, and he needed some help. Thus, a partnership was born.

Jim undertook the task of organizing the fly-in at Galesburg, and Tom laboriously dug out the names and addresses of all the Stearman owners from the FAA Aircraft Register, a very large book with extremely small print (pre-computer days). Over 2,000 letters were mailed out to begin the publicity for the planned event. Tom also had just assumed a position as president of the Stearman Restorers Association (SRA), and subsequently the SRA became a prominent and important participant at the National Stearman Fly-In (NSFI), a relationship that continues to the present day.

Fly-in co-founders Tom Lowe (above) and Jim Leahy (right).

The first NSFI was held September 15-17, 1972, and saw 27 Stearmans in attendance. Jim’s original idea was to do this just once, but the initial success of the event led to the decision to try it again the next year. The second NSFI in 1973 had a decrease in attendance, with only 19 Stearmans at Galesburg. Undaunted, they decided to try it one more time, and in 1974 there were 24 Stearmans present. The die was cast and the totals began to increase steadily in each succeeding year. A milestone was reached in 1988 during the 17th NSFI when 118 Stearmans graced the grass, breaking the 100 mark for the first time. The largest number of Stearmans to attend was 141 during the 25th NSFI in 1996.

Initially, the NSFI was a three-day affair, Friday through Sunday. For about the first 10 years, the fly-in was financed by a public air show held on Sunday. Whatever financial shortfall occurred was then covered by Jim and Tom personally. In 1978, the fly-in was expanded to five days, Wednesday through Sunday, and remained as such until the 25th NSFI in 1996, when it was extended to its current format of a full week beginning on Labor Day. After about 10 years of operation, the fly-in was formally organized and incorporated as National Stearman Fly-In Inc. Local Galesburg citizens and several Stearman pilots were appointed to the board of directors and became responsible for planning, conducting, and financing the event. Over the years, numerous local Galesburg residents and Stearman pilots from all over the country have served as directors and have volunteered their time to help make each year’s NSFI a success.

NATIONAL STEARMAN FLY-IN CELEBRATES 50TH YEAR This year, we celebrate the 50th anniversary of our Stearman fly-in. Our event is planned for Monday, September 6, running through Sunday, September 12, 2021.

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ACTIVITIES INCLUDED DURING THE WEEK

(SCHEDULE SUBJECT TO CHANGE) ●

Daily pilot briefing

●

Daily seminars

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Dawn patrol

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Dawn patrol flight breakfast

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Children’s activities

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Narrated tram rides along the Stearman flightline for the general public (weather permitting)

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Formation flying contest briefing

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Formation flying contest

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Stearman aerobatic contest

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Short-field takeoff, flour bombing, and spot landing contests

For more information, please email stearman@stearmanflyin.com.

TOP: Steamans at Galesburg, Illinois.

ARRIVE SAFELY Thank you to all of the EAA members who took advantage of the Express Arrival program this year, and to our friends at Airbus for their support. We’re so excited to welcome everyone back to Oshkosh — safely and efficiently — and look forward to making this year’s EAA AirVenture Oshkosh one to remember.

WATCH FOR EXPRESS ARRIVAL TICKETING OPTIONS AVAILABLE IN 2022!

www.vintageaircraft.org

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How To? ROBERT G. LOCK

Using a Tap Tester Tool

BY ROBERT G. LOCK

WITH THE ADVENT of advanced composites, tap testing

became the most widely used method to determine delaminations and disbonds near the surface of a part. Tapping and listening to the resulting sound gave the mechanic a sense of where a disbond or delamination was located. I have experimented using this technique (which I taught at the college) and adapted it to a steel tube structure. In my shop is an old Command-Aire fuselage frame, and the experimenting took place on it because I know where bad tubing is located. Chromoly tubing can rust from the inside, thus thinning the wall and making the tube unairworthy.

The practice is to tap on a tube you know is good and then tap on a tube you know is bad, listening intently to the resulting sound. Take a new piece of tubing and tap it with the tool, and the resulting sound will be a “metallic ring.”

Tap on a tube that has internal corrosion and thinned walls, and it will have a “dead” sound. This process is just another way, but not the only way, to detect internal corrosion in structural tubing.

So what does the composite tap testing tool look like?

Well, it’s a very simple tool, and one that can be made using a short piece of welding rod and a swage ball end used on a cable assembly. Photo 1 shows a typical tap testing tool.

Tap testing should begin at the tail post of the lower longerons and proceed forward, tapping on the bottom of the longerons. Tap a diagonal or cross tube and listen to the sound it makes, then tap along those longerons and the lower tail post. If there ever was moisture from condensation, that is where it usually settles.

Photo 1 shows tap testing an 83-year-old longeron on a Command-Aire fuselage frame. The lower longerons are all rusted out on the inside to a point where holes have eaten through the tubing and are visible to the naked eye. This longeron was a good practice piece to work on my tap testing of steel tubing. Start by taking a new section of 4130 tube and tap using this special tool. Listen to the sound it makes, then go to the fuselage frame and tap on top longerons, cross and diagonal tubes, and listen to the sound. If it sounds like the new tube, it is good. If it sounds dull or it does not have a good “ringy” sound, it’s probably bad on the inside. Locate the areas where the sound is dead, and cut open with a hacksaw to observe the inside. This is good practice to learn how to use the tap tester. Once you’ve mastered using the tool, it is amazing what you can accomplish in a short period of time.

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July/August 2021

PHOTO 1

PHOTO 2

PHOTOGRAPHY COURTESY OF EAA ARCHIVES

Upgrade to Reliability Once dull or dead areas are mapped out, take a small center punch and a small ball-peen hammer and tap in those areas. If the wall is thin, the punch will go right through, and you’ll know immediately. I always complete my testing by using the punch/ball-peen hammer routine.

Photo 2 shows the left lower aft longeron with my trusty punch sticking through the tube, indicating that the inside has corroded and there is very little wall left.

This is how you do it.

STC/PMA

The BC400 Alternator system is now FAA-approved for Piper J-5C, PA-11, PA-12, PA-14, PA-16, PA-18, PA-20, and PA-22 aircraft. Includes brackets for Wide- or Narrow-deck

engines ... with NO change of oil cooler location required!

316-283-8000 • BandC.com www.vintageaircraft.org

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Good Old Days

From the pages of what was ...

Take a quick look through history by enjoying images pulled from publications past.

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July/August 2021

www.eaavintage.org

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CHECK OUT THE DIGITAL EDITION of Vintage for a photo gallery on SUN ’n FUN 2021.

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July/August 2021

A LOOK AT VINTAGE AIRCRAFT AT SUN ’N FUN AEROSPACE EXPO PHOTOGRAPHY BY VARIOUS PHOTOGRAPHERS

PHOTOGRAPHY BY ANDREW ZABACK

www.eaavintage.org

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CLICK HERE

TO SEE A FLICKR GALLERY ON SUN ’N FUN 2021

TOP: A variety of types were present all week.

BOTTOM LEFT: There’s room for the whole family in this Aero Commander.

BOTTOM RIGHT: A Stinson 108 enjoys the afternoon sunshine .

PHOTOGRAPHY BY CONNOR MADISON

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July/August 2021

TOP LEFT: Harry Ballance’s immaculate Stinson SR-5A. TOP RIGHT: A beautiful Piper Vagabond.

BOTTOM: The Vintage Hospitality Center provided shade and refreshments for attendees.

PHOTOGRAPHY BY CONNOR MADISON

www.eaavintage.org

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TOP: A Comanche 180 taxis out.

BOTTOM LEFT: Which way is paradise?

BOTTOM RIGHT: A very clean Cessna 120 cockpit.

PHOTOGRAPHY BY DAVE WITTY

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July/August 2021

TOP RIGHT: An Albatross is towed out for departure.

TOP LEFT: Barnstorm America’s Waco UPF-7 Georgia Girl.

BOTTOM: One of several Swifts that were present.

PHOTOGRAPHY BY DAVE WITTY

www.eaavintage.org

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TOP: The night air shows are not to be missed.

BOTTOM LEFT: Family fun.

BOTTOM RIGHT: It’s always door-down flying weather in Florida.

PHOTOGRAPHY BY CHRIS MILLER

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July/August 2021

TOP LEFT: Air shows are back and people came out in force.

TOP RIGHT: Florida sunrise. Is there anything better?

BOTTOM: The Blue Angels stopped everyone in their tracks.

PHOTOGRAPHY BY CHRIS MILLER

www.eaavintage.org

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TOP: Fokker D.VII replica.

BOTTOM LEFT: Details on a Nieuport II replica.

BOTTOM RIGHT: It’s hard to find a group that has more fun than the Coconut Flyers.

PHOTOGRAPHY BY LAURIE GOOSSENS

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July/August 2021

CLICK HERE

TO SEE A FLICKR GALLERY ON HANSEN’S 1929 TRAVEL AIR 4-D

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July/August 2021

HANSEN’S 1929 TRAVEL AIR 4-D

BY RICK HANSEN

Acquiring a Legend

A year after the completion of my third Hatz biplane, I met a fella from a neighboring hangar at the Kenosha airport who said he had a Travel Air project that he purchased 10 years prior with the intention of restoring it, yet he never got around to doing anything with it. He offered to sell the project to me, as he thought that I may be interested, having seen the Hatz biplane that I recently built. In the back of my mind, I had always thought that it would be fun to acquire an antique biplane and restore it, and I also knew that the Travel Air was a well-respected airplane. So I took the opportunity to take a look at his project.

The biplane was a three-place 1929 Travel Air 4-D, a bare fuselage with landing gear, a set of dilapidated wings, no center section, and no tail feathers. The project did include, however, an abundance of original drawings. Some months before the project was offered to me, I visited a good friend, Frank Pavliga, in Ohio to see the American Eagle that he was in the process of restoring. His workmanship was impeccable, and it was quite an opportunity to see the project before it was covered. (Frank and I had met back in 1987 when we both won the Wright Brothers Award in Dayton, Ohio, and we maintained a friendship ever

PHOTOGRAPHY BY CONNOR MADISON

since.) I discussed with Frank the opportunity I had to purchase a Travel Air project, yet at this point I hadn’t made up my mind to embark on a restoration of this magnitude. A month or two went by when Frank called to inform me that my Travel Air was being advertised in Trade-A-Plane. “You better go get that airplane, Rick!” he said.

That was the push that put me over the edge. I discussed purchasing the plane with my wife, Shahnaz, and her response was, “Rick, you love building and restoring airplanes; just go buy that airplane!” I called Frank and told him that I was seriously considering buying the Travel Air, and he recommended that I talk with his good friend, Kent McMakin, as Kent and his father spent a lot of time restoring Travel Airs and knew quite a bit about them. I called Kent a few days later to introduce myself and tell him about the Travel Air that I was interested in purchasing. Kent told me that he was waiting for my call, as Frank had been in touch with him and gave him a heads-up. Kent offered to come out to Kenosha, take a look at the airplane, and give me his opinion of the project. I’ll never forget when Kent shared his thoughts with me. “Well, I wish you were getting more of an airplane than this, but I can’t discourage you because I love Travel Airs; just see if you can get the price down a bit,” he said.

www.eaavintage.org

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Bringing It Home

It was a month or so later when the seller and I finally agreed on a price to purchase serial No. 1264. A good friend, Pete Spear, helped me haul the airplane back to my hangar. Another friend at the Kenosha airport, Dave Smith, helped me hang the wings up in my hangar, allowing space to start working on the fuselage. A few days later, another friend at Kenosha, Tye Hammerie, an A&P/ IA mechanic, stopped over to take a look at the project that I had just purchased. His immediate reaction was shock: “Rick, what were you thinking?”

Yeah, I knew there wasn’t much there, but restoring this airplane was a challenge I wanted. To bring something like this airplane back to what it was 91 years ago meant a lot to me, and it kept my interest all the way to completion of the restoration, six years working full time. I have to say that this restoration was indeed a learning curve for me. It tested my abilities far beyond my wildest dreams. I never worked on a project before that, so many times I would go three steps forward and one step back. It almost seemed like it was a daily occurrence, yet I continued to move forward every day.

My involvement in the restoration drew the attention of many onlookers from the Kenosha airport. Dozens of people would stop by to catch a glimpse of the restoration in progress. This slowed things down a bit for me, yet I enjoyed the camaraderie and always welcomed them back.

The Travel Air is a big airplane and there were numerous times that I needed help from friends at the airport, and there would always be someone there to give me a hand when I needed it. Starting out, I never committed to anyone that I was going to complete the restoration, as I had no idea if I had the stamina to complete a project of this size.

Yet I was having so much fun and self-fulfillment in working on it that I continued to move forward.

“I have to say that this restoration was indeed a learning curve for me. It tested my abilities far beyond my wildest dreams.”

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African mahogany instrument panel and floorboards.

One Step at a Time My work started on the fuselage, anxious to get it to the point where I could get it up on the landing gear. I had one horizontal stabilizer that was not in good shape. My intention was that if I have to make one stabilizer, then I might as well make two, and then move on to fabricating the elevator. I have to say that the original Travel Air drawings offered great attention to detail and were quite legible, offering a lot of reliability on what I was fabricating. I didn’t have any drawings on the spruce built-up turtledeck, yet Kent came through for me, as he did with many parts that he lent me to model after throughout the project. One of the more difficult parts to fabricate was the front cockpit door. Kent lent me a door from a Travel Air that was previously owned by Charles Lindberg. I reproduced these parts to exact detail. I made my instrument panels and floorboards of African mahogany and finished them just as they were originally.

No drawings were available for any of the sheet metal parts, as all of those parts were originally fabricated from patterns. Here’s where I had to use a keen eye, looking at photographs of the era to try to reproduce these parts.

Mark Lightsey was a great help here, offering knowledge from his experience working on cowls. (Mark and I became friends some time ago, having a common interest in Hatz and Travel Air biplanes.) Again, Mark offered an abundance of guidance throughout the restoration.

PHOTOGRAPHY BY CONNOR MADISON

That brings to mind someone that I can’t think lightly of — Pete Spear at the Kenosha airport was always there, offering a hand whenever I needed it. He was a godsend. Pete, having owned a Stearman for the past 40-plus years, was anxious to share with me anything I wanted to know about round engines. I acquired an overhauled Wright R-760-8 engine from the John Desmond auction and was able to spend quite a bit of time with John’s engine mechanic who worked on it. He told me that of all the engines John had, I purchased the best, and he gave me a considerable amount of paperwork he had compiled on the engine.

Being a purist, I wanted to fabricate all of my control cables and cabane flying cables with wrapped and soldered terminals on galvanized steel cable, just as it was done by the factory back in 1929. My friend Frank Pavliga had recently finished restoring a Waco 9 and had to learn how to wrap and solder cable terminals, as the Waco 9 has no flying wires but rather all cables.

Frank taught me this process, which was extremely helpful. In order to make cables as they were originally, a special clamp is required. I made my own clamp, following a photograph I saw in a book, Aircraft Maintenance by Brimm and Boggess.

After practicing how to wrap and solder terminals, I made up a short cable with wrapped and solder terminals on both ends and tested it against a stainless steel cable with Nicopress sleeve terminals. With both cables linked together, I attached them to an engine hoist and proceeded to pump the hydraulic cylinder to see what would fail first. All of the sudden, with a very loud burst, the stainless steel cable blew apart in the center in between the two Nico sleeves. My galvanized steel cable with wrapped and soldered terminals showed absolutely no fatigue at all. Knowing the 1/8-inch stainless cable was rated at 1,800 pounds, I was quite satisfied with my results.

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“As Joe flew overhead against that beautiful blue sky with that engine barking a very welcome tune, a chill went through my body like nothing before.”

Travel Air History

Let’s talk about the Travel Air and the company that built this fine airplane. The proprietors were the best of the best: Lloyd Stearman, Walter Beech, and Clyde Cessna. Prior to the company development, Walter Beech and Lloyd Stearman worked together, building the Swallow airplane. They knew that the plane could be drastically improved by replacing the wood longhorns with steel tube longhorns. The Swallow people would have no part in this.

In 1925, Lloyd Stearman was motivated to design his own airplane, giving birth to Travel Air No. 1. Within five years, the three went on to build more than 1,300 Travel Air airplanes with worldwide distribution. The three separated yet remained good friends in 1929, prior to the stock market crash, and went their own ways, each to design and build their own airplane.

The Travel Air company was sold to the Curtiss-Wright company, where manufacturing of the Travel Air continued for a couple more years.

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My Travel Air 4-D was one of 19 built, completed in October 1929 with the original airworthiness certificate signed by Walter Beech. The 4-D model was considered to be a Sportsman version airplane incorporating the robust “B” wing design. Unaware at the time when I purchased the project, it came with upper “B” wings and lower “A” wings, a mixed match. All wing panels had seen their day, being in very poor condition and certainly not airworthy. I had all the drawings necessary to fabricate new wings, and that is just what I set out to do. A good friend, Terry Bren, in North Dakota came to my rescue, offering me the opportunity to photograph and take measurements of a pristine lower “B” wing panel that he had in a pre-cover state. This information, along with the drawings, took all the guesswork out of fabricating the lower wings.

An interesting design detail of the Travel Air is that the upper wing has a 10-inch wider chord than the lower wing.

Unlike the Hatz biplane with its built-up wood truss ribs, the wing ribs of the Travel Air are fabricated of a solid piece of 3/16-inch spruce with cutout lightening holes. Grooved 1/4-by-5/8-inch capstrips are applied to the top and bottom of the rib, with vertical white pine doublers on either side of the rib in between the lightening holes. All spars were fabricated of Sitka spruce, two pieces glued together side by side. I made all of my wingtip bows of nine pieces of mahogany glued together. All original wing fittings were sandblasted, painted, and installed on the new wings with new hardware. Because I did not have the original center section, I had to fabricate new fittings for that and also the wing root fittings for the upper wings, as they had to match perfectly together. When Mark told me restoring this airplane would be like building three Hatzes, he was right!

Putting It All Together

Assembling the airplane prior to cover is where many friends at the Kenosha airport really helped out. I could not have done this alone; it’s too big of an airplane. After a few months when all details were considered and resolved, we disassembled the airplane and I proceeded to start covering wing panels, ailerons, and tail feathers, followed by the fuselage.

Shahnaz did all the rib stitching, something that she likes to do and learned how to do at Oshkosh back in the 1980s.

That same fella who was watching her stitch my last Hatz was there again while she was working away stitching, and asked her again, “Shahnaz, do you have any sisters?”

I covered the airplane with the Poly Fiber system and painted the fabric with Poly-Tone and the metal surfaces with Aero-Thane, all of which I purchased from Mark at Aerocraftsman. Mark had matched my paint perfectly. Because of its size, I did not have a great facility to paint the airplane; my good friend Jeff Nelson insisted that I bring the wings to his shop and use his paint room. I turned him down originally because I didn’t want to interfere with his business, yet he continued to offer his paint room to me, and I took him up on it.

That space worked out great for me, and I couldn’t thank him enough for his hospitality; Jeff is a very special friend. I rented a large truck to move the wings to his factory and again had the support of my good friends at the Kenosha airport to assist me: Pete, Tye, Dave, and Dave. Painting the wings was a 33-day effort, and what made it fun was the help from my good friend Dave Smith, who was there almost every day, assisting me as I needed it. You can’t move these wings alone!

After everything was painted, it was back to Kenosha to start assembling the airplane for the final time, and again none of my helpers at Kenosha let me down. One of the first things I installed on my fuselage after it was painted was my brand new, old stock brass Venturi. I didn’t buy this pristine Venturi on the cheap; it cost me a baby grand piano!

PHOTOGRAPHY BY CONNOR MADISON

Details around the airplane’s Wright R-760-8.

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PHOTOGRAPHY BY CONNOR MADISON

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My Travel Air went through a number of owners over the years, but the one company that most stood out to me was the Ellensburg Flying Service of Ellensburg, Washington. Loren Lamb started the Ellensburg Flying Service on a grass field just north of town back in the 1920s.

His business would fly many passengers across the Cascades to neighboring cities, and Loren also used the airplane to offer flight instruction. Because of its history, I wanted to keep the Ellensburg Flying Service name on the airplane as it once was back in the day. Through Jeff Nelson, I met an incredibly talented artist, Jim Brando (cell 847-609-7004), whom I selected to paint the Ellensburg name on my fuselage. Jim was wonderful to work with, offering me a couple of full-size drafts on paper prior to applying a brush to my pride and joy. Jim was so accommodating, and I was thrilled with the end results.

TOP: New, old stock brass Venturi in the lower right corner.

MIDDLE: The unmistakable Travel Air tail.

BOTTOM: The Travel Air wears the same markings it had with the Ellensburg Flying service.

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First Flight

The day had come to pull NC692H out of the hangar to fuel it up. I was so happy to see all the colors on the airplane come together under the sunlight. The plane has two fuel tanks: one main tank and one center section tank. I took my time fueling both, as I was calibrating the fuel gauges at the same time. The big day — let’s see if it’s going to start? I tied the tail down to my wife’s car because I didn’t want to blow any debris on my car! I opened the two Curtis valves that I installed on intake tubes 4 and 5 and pulled the prop through 21 blades. I closed the valves and climbed into the cockpit. Center section fuel on, mixture rich, gave three shots for primer, cracked the throttle, master on, cleared the prop, and hit the starter switch. That E-80 starter turned over the engine like it was nothing; it fired right up, billowing smoke of preservative oil that had been in the cylinders. I don’t remember what was louder: the sound of the engine or all of my friends applauding! I was so happy to see good oil pressure.

The smoke cleared up in a minute or two, and the engine was running perfectly. It was a fun day for me, and a lot of my friends who were there were anxious see and hear it run. I spent a few days taxiing the plane and making adjustments to the Aerol pneumatic struts.

Interested in conducting a static run-up test, I taxied the plane out by the terminal where they have tiedowns anchored into the concrete ramp. I tied down the tail, believing that under full rpm the tail would surely want to lift up. Jeff’s dad was on the ramp with a laser tachometer pointed at the propeller so we could check the tachometer on the airplane at the same time.

The cockpit tach read 1775 rpm, and afterward Jim told me that he read 1780 rpm with the laser tach. I was totally satisfied with these results.

A good friend at Kenosha, Joe Thalman, a retired Air Force test pilot, offered to test fly my airplane. I took him up on that, and at 7 a.m. on July 17, with about 15 onlookers and a light wind right down the runway, it took to the sky for the first time since 1957. As Joe flew overhead against that beautiful blue sky with that engine barking a very welcome tune, a chill went through my body like nothing before. I brought this 91-year-old airplane back to life, an exhilarating feeling very difficult to explain yet overwhelmingly appreciated. I turned to Shahnaz, and she was in tears.

PHOTOGRAPHY BY CONNOR MADISON

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The Travel Air at rest in Brodhead, Wisconsin.

Upon landing, I walked up to Joe as he was stilll iin the cockpit, anxious to hear just what he learned about my airplane. l The first thing that came out of his mouth was, “Rick, you’re going to love this airplane. No adjustments needed; she flies hands-off. The engine ran smooth throughout its full rpm range. Oil pressure and oil temperature all in the green. No N excessive vibrations on any of the flying wires. r She’s ready to fly and enjoy. She cruises at 90 mph and stalls at 40 mph. Just remember one thing: When you grab the trim handle, grab it with authority; you’re you moving a lot of airfoil with it.”

My insurance carrier required me to get one hour with an approved app CFI in a Travel Air, followed with one hour solo prior solo pri to carrying ng passengers. p gers. I was fortunate when Steve te Jones, a CFI with Travel Trav Air experience, e, offered to fly with me. I made it clear to Steve that it wass my intention to take him for a ride, and his remarks were, “That’s T just w what I want to hear.” We took off from Kenosha, a headed for Brodhead, where I am hangaring h my Travel a Air in its new home, a beautiful grassroots home, sr airport in n the country. Upon n arriving at Brodhead, I made a couple l of landings and was w so very thrilled with h how h this airplane l flew. I have to say that the Travel Air is i the finest airplane ir I have ever flown.

Three words express pr my feelings: n fun, fun, un fun!

During my h hour solo time, e I learned more about my Travel Air and it learned more about me. It I climbs like no other airplane I have flown before. r That 108-inch Hamilton Standard propeller, along with h the high torque of that Wright engine, is one heck h of o a matched pair! A couple days later, I took Shahnazz up p for f her first ride, the ride i she had been looking forward to for a long time. She loved o every bit of it and was so proud off what I had accomplished. s My thanks to all of my good friends who offered help when I needed it. We all had a lot of fun! Kent en McMakin, Pete Spear, Mark Lightsey, Tye Hammerie, rie, Dave Smith, Jeff Nelson, Frank Pavliga, Lyman Hatz, John Knutsen, Danny Zelazo, Dave Mayer, Bernie Thalman, lman, Ted Davis, Don R Riser, Terry Bren, Terry Bowden, Bill Kyle, Joe Thalman, Steve Jones, my brother Keith, and my son Ryan. If I forgot your name here, please forgive me. We made a lot of good friends and enjoyed every bit of the ride. Terry Bowden was my DER, whom I was so appreciative of for working with me, and we were able to move my airplane back into the standard category. I couldn’t have gotten the airplane flying without him.

What’s your next project, you ask? All I can say is stay tuned!

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PHOTOGRAPHY BY CONNOR MADISON

Trademark(s) of North American Car and Truck of the Year Corporation used under license by Ford Motor Company.

A WINNING CO M B I N AT I O N .

2021

T H E

F O R D

2 0 2 1

F - 1 50

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M A C H - E

DENNIS VANGHEEM’S STINSON SR-9C AND THE HISTORY BEHIND IT STORY AND PHOTOGRAPHY BY CHRISTINA BASKEN

ALMOST SINCE ITS INCEPTION, the Stinson Aircraft Corp.’s products earned remarkable ratings from customers across the industry board, but it wasn’t until 1931 that the company really took off and it seemed as though it was the talk of every town on the planet.

Gaining so much attention, in 1932 the company sent out a press release making a promise to all customers.

“To understand why Stinson leads in producing better planes at prices lower than competitive products, it is necessary to know Stinson’s position in the industry and the basic policy which guides its activities. The Stinson Aircraft Corporation was not organized for the purpose of promotion. Its guiding thought has always been to place the value of the plane itself above all other considerations, to find out what kind of planes buyers wanted, and to build these planes at the lowest possible cost.”

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In 1936, Stinson published an excerpt in Stinson Plane News with a headline that read, “Why Does Stinson Deliver More 4-5-Place Airplanes Than All Others Combined?” It was followed by this excerpt: “According to Bureau of Air Commerce Bulletins released late in 1936, there were more 4-5 place Stinson cabin planes licensed in the United States than all other modern 4-5 place cabin makes combined.”

Stinson had a great reputation, though it was the Reliant that set records by topping all aircraft sales charts for 10 straight years.

The Reliant not only earned a reputation as being the World’s Safest Airplane, but also rather quickly became known as “America’s first choice 4- and 5-passenger cabin airplane.”

In 1937, Stinson climbed the charts and became first choice across the globe among all four-, five-, or six-place cabin airplanes.

CLICK HERE TO SEE A VIDEO ON DENNIS VANGHEEM’S STINSON SR-9C

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A CHECK OFF THE BUCKET LIST

IT ALL STARTED IN 1933 …

HISTORY OF THE STINSON RELIANT

In 1933, Robert L. Hall joined Stinson as a designer. Shortly after, a gentleman by the name of Lowell Yerex arrived at Stinson on a mission to purchase as many light utility aircraft that $30,000 could buy for the Honduran air force.

Stinson General Manager Bernard D. DeWeese had nothing to offer Yerex off the shelves, but was determined to make something work. With that, Hall got to work and designed a tandem two-seater that would be suitable for the training and counterinsurgency role for the Honduran air force.

Model O, X13817 became the first Reliant.

In the spring of 1933, the Reliant Model SR was introduced to the public at the low price of $3,995. That year, the Stinson company sold and delivered 100 Reliants, including a dozen specials manufactured under the SR-1, SR-2, SR-3, and SR-4 designations.

In 1934 Stinson adopted flaps, and the SR-5 became the first production airplane in its class to be equipped. Although the SR-5 looked very similar to its predecessor, there were many key differences. The wingspan had been shortened by 2 feet, and the chord was increased. The SR-5s also provided customers more cabin insulation, a better heating and cooling system, and improved aerodynamic efficiency. The flaps and classic landing gear made the series “exceptionally easy” to land. Bill Mara advertised the airplane as capable of landing and stopping in 200 feet. On average, the price of an SR-5 was $1,780 more than the SR model, and the SR-5 came in several variants from 5A-5F, mostly due to engine options.

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“EVERY CONTINENT KNOWS THE ‘RELIANT’”

“In Alaska and Canada these rugged planes do every conceivable job in weather at 50 below and lower. Here in the States, more of these planes are in daily use than any other make of cabin airplane. In Mexico these ‘Reliants’ carry the highest government officials and others over treacherous mountains and onto high landing fields. In Central America, these planes carry mail, passengers and freight over jungles in tropical heat and storms, and South American Countries are fast learning of the super-dependability of this ‘Reliant’ with its airline proven Lycoming Transport Motor. Europe, Asia and Africa already have shipments of this latest model en route to do a flying job alongside previous Stinsons. No airplane has ever won such universal acclaim.” — 1934 Stinson Plane News

“The Stinson ‘Reliant’ flies as true as an arrow.” — 1937 Stinson Plane News In early 1938, Stinson introduced the SR-10 Reliant 5800 series, followed shortly thereafter by the 5900 series. With prices starting at $12,500, 110 SR-10s were built and sold in 1941. Production resumed briefly in 1942 with a military version, the SR-10J, otherwise known as the AT-19. Five hundred of these aircraft were lend-leased to the British Royal Navy for crew training.

The last of the straight-wing models was the SR-6, which came in 1935. The back seat was wide enough to accommodate three adults with room to move around.

In 1936, “the” Stinson airplane was introduced to the market: the Stinson SR-7 Reliant “Gullwing.” The double-taper wing, which had been successful on the Model A Tri-Motor, was rescaled and mated to a SR-6 fuselage and empennage that had been redesigned. With leather-covered seats available in four colors, this was one of Stinson’s most popular aircraft. The airplane was topped off with 12 coats of high-luster paint and available for purchase with five engine options. This airplane sold for just $490 more than the SR-6.

In April 1936 came the SR-8, a more powerful craft with seating for five. The series was largely popular with charter pilots and private owners. Between May 1935 and 1936, about 200 were sold and delivered.

“New Stinson Reliant proves popularity — Smashes 10-year record — Earns enthusiastic praise. Best proof of the popularity of the 1936 Stinson Reliant is the fact that it has broken sales and delivery records covering a 10-year period and is today leading in cabin plane sales by a wide margin.” — 1936 Stinson Plane News Introduced in 1937 was the SR-9. The most distinguished feature here was the molded windshield, which blended seamlessly with the cabin; all predecessors had flat-panel windshields. More than 200 SR-9s were sold in 1937, starting at $9,500 and reaching up to $18,000 for the fully equipped 350-hp model F. Editor’s note: To read more about the history of the Stinson Aircraft Corp. and family, check out “Voyaging on Skis,” featured in the December 2020 edition of EAA Sport Aviation magazine.

PHOTOGRAPHY COURTESY OF EAA ARCHIVES

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ONE LUCKY STINSON OWNER

Meet Dennis VanGheem, the owner of a beautifully restored Stinson Reliant SR-9C, N18410.

Dennis grew up on a small farm 2 miles from Austin Straubel International Airport in Green Bay, Wisconsin, and spent his childhood days watching DC-3s and Green Bay Packaging’s B-23 fly overhead. Watching those airplanes come and go sparked an interest in Dennis, and that interest never left.

He started small, building model airplanes, and then at the age of 20, it finally happened — he got his first ride.

“My brother-in-law and my brother bought a Cessna 120, and they invited me down to the airport and I got my first airplane ride, and that’s where it started,” Dennis said.

“After a year, my brother Dave and my brother-in-law Ernie and I bought a 170 Cessna, and that’s where I learned to fly.

So that got me into aviation.”

Dennis eventually bought Dave and Ernie out of the 170, and after flying it for about 10 years, Dennis came across a 195, an aircraft that he had always wanted. He spent a considerable amount of time working on that airplane, and considered that airplane to be his “continuous restoration project.” After about 18 years of owning, flying, and maintaining the 195, Dennis figured he’d had his fun, and now it was time to hang up the flying hat.

That was until he unexpectedly got the news that his ultimate dream airplane had just became available.

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“I came across this airplane, Stan Kuck’s from Sheboygan, Wisconsin — I talked to him back in the early ’70s down at Oshkosh — and I said, ‘If you ever want to sell this airplane, let me know.’ And I was just a kid, so I thought he’s going to forget about it,” Dennis said. “I’m a member of the Midwest Antique Airplane Club. We had a meeting over at Sheboygan back in, I think, 2001 or 2002, and a few members came up to me and said, ‘You know, Stan’s selling his Stinson?’ So, I walked down to his hangar and we talked, and he told me, ‘Come on back on the weekend and I’ll give you an airplane ride. We’ll go up and take it for a flight.’ Well then after that, I bought it.”

Dennis’ infatuation with Stan’s Stinson was nothing short of a classic aviation romance.

“Just the leading lines, the gullwing of course, and the antique part of it — I was always into antiques, motorcycles, cars, airplanes,” Dennis said. “As a kid growing up, I had even made models of it. It’s a true corporate gem of the ’30s.”

Dennis flew the Stinson for about a year before re-covering the flaps.

“When I got it, it was flyable and I flew it for the first year, came up to annual, and then control services had to be replaced,” Dennis said.

“Clet Cisler had a little shop over at the new Nicolet Airport, and he let us [Dennis and a few friends] use his workshop, and then that’s where we re-covered the tail surfaces. We got those up through fabric and dope,” Dennis said.

Dennis flew it for another year, and then when it came up for annual, he decided it was ready to take apart. As he and a few friends started taking it apart, they discovered enough problems to make the decision to rebuild the entire aircraft.

Before rebuilding the aircraft, Dennis and his friends Vern and Jay decided to build a hangar at Jay Baeten’s Antique Aerodrome (9WS2), located in DePere, Wisconsin.

Dennis’ aircraft was currently sitting at Austin Straubel airport, and they decided the aerodrome would be a better suited place to start the restoration.

“ I THINK THE WHOLE PROCEDURE, EVERY THING THAT YOU DID, YOU LEARNED SOM ETHING … AND IT’S THE KNOWLEDGE THAT YOU TAKE AWAY FROM THIS PROJECT.” — DENNIS VANGHEEM

THE STINSON STORY Eddie Stinson was one of four children, including Katherine, Marjorie, and Jack. Katherine was the first to put the Stinson family on the map. She was a spitfire, to say the least. Determined to make a name for herself, she convinced her mother that flying lessons were more important than piano lessons. She and her mother, Emma, sold the family piano for $200 to pay for flying lessons.

Katherine soloed after just four hours of dual instruction on July 12, 1912, at the age of 21. She quickly became a sight to see when she began a series of highly profitable flying exhibitions around the country.

Marjorie also made a name for herself and became the first flying mail carrier in Texas on May 24, 1915.

The entire Stinson family was remarkable. In 1916, Katherine, Marjorie, Jack, Eddie, and their mother started the Stinson School.

Katherine financed the venture with her exhibition flying, and Marjorie, who already had one student under her belt, instructed. Mrs. Stinson handled the administrative duties. As if that wasn’t already enough, she also raised a few chickens on the side. Eddie provided mechanic service on Katherine’s airplanes.

EDDIE STINSON AND BILL MARA Eddie became a world-record holder on December 30, 1921, after a full day in the air. He was in the air for 26 hours, 19 minutes, and 35 seconds, which beat the previous world record by more than two hours and put Eddie in the aviation limelight.

Eddie met Bill Mara, who would eventually be his business partner and co-founder of Stinson Aircraft Corp., around the time that Eddie had been hired by W.B. Stout in 1922 to test fly the Stout ST-1, an all-metal Navy torpedo bomber.

Bill worked with Stout on an aviation committee at the Detroit Board of Commerce. During the time that Eddie test flew Stout’s bomber, he had made a name for himself as the best pilot in the Detroit area. Bill, a businessman to the core, recognized the potential in Eddie.

When Eddie was hired in May 1922 for a Detroit-to-New-York flight

by Charles Dickenson, Bill was the editor of the board of commerce’s Detroiter magazine and promoted the flight with a full-page feature in the magazine.

Edward A. Stinson Jr. and Lloyd Wilson Bertaud.

PHOTOGRAPHY COURTESY OF WIKIMEDIA COMMONS

In 1925, Eddie showed Bill and Harvey Campbell, Bill’s friend/boss at the prestigious Detroit Athletic Club, his idea for a new type of airplane.

Harvey got his friends at the DAC interested, and soon enough they had 25 men invested in the prototype.

Bill raised $25,000, and the Stinson Aircraft Syndicate was created. Eddie Stinson was named president, and Bill Mara secretary of the syndicate.

Harvey fulfilled his promise to investors and had the prototype ready for public demonstration on February 21, 1926. Bill named the prototype the Stinson Detroiter. The plane featured a heated, enclosed cabin; electric starter; modern, air-cooled engine; and Harley-Davidson motorcycle wheel brakes.

The interior was lavish and featured an electric cigar lighter, ashtrays, carpeting, and upholstered seats and sidewalls. The Stinson Detroiter generated a ton of interest, making appearances on various aviation magazine covers throughout the country.

In May 1926, the Stinson Syndicate became the Stinson Aircraft Corp., with investors purchasing $150,000 worth of shares.

100TH-PLUS-1 ANNIVERSARY OF STINSON AT AIRVENTURE 2021 To Dennis, going to AirVenture is always special, but this year will be even more special.

Both Dennis and N18410, with its previous owner, have been to AirVenture many times before, but this year they both have two special reasons to celebrate: a fresh and complete restoration job well done, and the 100th anniversary of the Stinson!

“It’s going to be exciting, and we’re going to bring it in there and we’re going to have a great time,” Dennis said. “Every year at Oshkosh, you run into people from all over the world. I have friends now that have Stinsons in Australia, and I have a friend in Germany that I know through EAA, and other places around the country and we all exchange ideas.

At Oshkosh, you can hang around the airplanes and sit underneath the wings and talk airplanes.”

Dennis said he can’t wait to catch up with other Vintage members at AirVenture this year.

“Vintage was an awful big help on this build, you know, with the restoration project because at Oshkosh, at the fly-in, you talk to all these people, you meet people that have these particular airplanes, exchange parts, trade parts, trade information,” Dennis said.

You can stop by and visit Dennis and N18410 in the Vintage area at AirVenture. Just look for the Stinson anniversary signs and you’ll see N18410 parked among many others.

“There’s three airplanes I always wanted since I got into flying,” Dennis said. “The 195, which I got; the Stinson Gullwing, which I have; and a Cabin Waco. Those were the three particular airplanes I wanted, and I got two of them. I’m very happy about that.”

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PHOTOGRAPHY BY CHRISTINA BASKEN

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A CHECK OFF THE BUCKET LIST

The old paint scheme before being painted by Dennis.

THE RESTORATION

“Everything checked out when I bought it, but you know, the fabric was old (40 years, to be exact!),” Dennis said. “I knew that it was Irish linen, and the lifespan of that fabric is only probably at the most 15 to 20 years, if kept inside.

And so, I decided as long as it still punched, was the test, it was airworthy. Once that started to deteriorate, well then, I knew it had to be completely done.”

When the previous owner, Stan, rebuilt the aircraft in the 1960s, Dennis made the mistake of assuming that it was a total restoration.

“You know, once you start taking it apart, you find out all the old wiring was in there, and the door frames and stuff were all rotten and needed to be replaced,” Dennis said. “So, once you get to that point, it’s, ‘Might as well just take this off.’ And of course, it ended up being a total restoration. Plus, I had a full-time job, you know, so this was all after-hours stuff, and it took a lot longer to restore (15 years to be exact!).”

FIRST THINGS FIRST: DISASSEMBLING THE AIRCRAFT

Original spring part numbers.

Seat materials: regular burlap compared to 1937 reinforcement style, and 2013 reinforcement style.

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“After that, we did the wings first, re-covered each wing,” Dennis said. “We spent a year on each wing, taking it apart, checking everything over, repairing things that needed to be repaired, and re-covered. Then I bolted them, primed them, and then they sat with a white base coat of polyurethane for a year to let that shrink out. Then I sanded the wings out, and they were ready for color.”

Before moving on to the paint, Dennis covered the fuselage, rebuilt the doors and the door frames, and fixed the cowl to get it to fit perfectly.

Dennis said the hardest and most time-consuming part of the restoration was duplicating the firewall.

“We [Dennis and Jay] duplicated it exactly as the original, with the exception of using stainless in the front and aluminum in the back, which was sandwiched with insulation,” Dennis said. “That was the biggest challenge because of all the bends and all the pounding out of the metal. The oil tank is recessed into the firewall, and its different angles of course, and all those angles had to be bent and all put back in there, and then all riveted together. And then it had to be sandwiched between a sheet of aluminum in the back with the same contours. So, all that mathematical figuring those angles out and doing all the bending, that was the most critical.”

Next to the firewall, the other challenging part of the restoration was the wheelpants.

“These were quite a project,” Dennis said. “We made the buck and had a friend of mine, Dave Byron, that pounds aluminum, and he pounded out the aluminum and welded it out for me. But that was quite a project; it was a fun project, though!”

Dennis said the wooden buck took about a month to make. In total, he estimates it took about three months to finish both wheelpants. When it came to the woodworking component, Dennis phoned a friend, Vern Heyrman.

“He did all the main woodwork on the airplane; he’s the wood guy,” Dennis said. “I met him at the aerodrome. He’s got a Cessna Air Master, a 1940 Air Master, and we helped him on that. He had a Taylorcraft before that, which we also helped him to get that done. People just work together; there’s a lot of people that worked on my project, too. I mean, everybody in our aviation community had a hand in it somewhere down the line.”

Dennis said that was by far the coolest part of the project, seeing everyone come together to help out a fellow aviation enthusiast with their project. Whether they were friends, strangers, or fellow chapter members, they were always willing to help!

“I mean, this project probably would’ve never got done without these guys’ help,” Dennis said. “I mean, when I bought it, I knew it was going to be a big project, but I didn’t realize how big it was until we took it apart. It was a massive project.

There were so many people that have had their hands involved with this project to mention. I mean, you know, we have a breakfast here [at the aerodrome] every second Saturday of the month, and these people fly in and then some people get involved, they stick a hand in, put a rib stitch in, or whatever.”

With help from all corners of the community, Dennis was finally ready for the paint.

“When I bought it, it was gunmetal gray and white,” Dennis said. “The scheme that’s on there now is a Stinson scheme. They used several different schemes for that airplane in the ’30s; this is one of them.”

Besides just liking the overall scheme, Dennis chose to go this route because he thought it would be easiest when it came to painting the wings.

“I could also paint different colors at different stages,” Dennis said. “I didn’t have to make one big sweep with the red to cover the whole wing to keep it wet. And so, we went with this paint scheme with the black trailing edge, and otherwise it’s an original scheme.”

Dennis chose black and red for the colors, but not just any red — a specially blended red from a 1935 Harley-Davidson!

Walking around Dennis’ Stinson, wow, is it sharp looking with the candy-apple-red-like paint and jet black, but then you move into the inside of the airplane, and your mouth just drops. The wood-grain metal dash sparkles from every angle; you could practically eat off it, it’s so clean!

“The interior was done exactly the way it was done when it was brand new,” Dennis said. “The seats still had the original leather on, and I had a good friend of mine, Wayne Boettcher, that did the interior for me, and we worked together, and I wanted to do it exactly the way it was done at the factory. So, he came out and did an excellent job on it.”

TOP: One of the most challenging parts of the restoration for Dennis was the wheelpants, which took him three months to finish.

MIDDLE: The only modern modification made inside the aircraft was the addition of radios.

BOTTOM: When Dennis purchased the aircraft, the seats still had the original leather.

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Dennis said this interior is one of the most original that you’re going to find, with one up-to-date modification.

“The only exception is I put radios in this spring, and I originally wanted to get it down to AirVenture 2020 with a bare panel, as original, but since it was canceled, I decided to put the radios in,” Dennis said. “Otherwise, it’s pretty much original. The whole thing, the whole interior. English broadcloth and leather.”

Dennis said every part of this restoration was a learning experience, even the parts he was somewhat familiar with in previous builds.

“I think the whole procedure, everything that you did, you learned something,” Dennis said. “You know, how to pound out aluminum; how to straighten aluminum; how to put fabric on, where to put it on, where not to put it on; straightening out these fairings and stuff, those were a challenge. The whole project was something, because sometimes you have to make a piece or you have to try to fit a piece, and you throw it in the garbage and you start over. And it’s the knowledge that you take away from this project. It was really interesting!”

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FLYING THE STINSON SR-9C

Dennis described the handling characteristics as “flying straight as an arrow,” which is funny because if you read the manufacturer’s brochure from 1937, you’ll come across almost the exact same phrase. I guess some years later, the testament to its abilities still holds true!

“The one thing about the Gullwing, you know, once you get everything adjusted right, you can fly that thing hands and feet off of the controls, and it just keeps moving straight,” Dennis said. “You can be in rough air, and it just kind of rolls around a little bit. You know, it doesn’t buck hard or anything; it just kind of floats around, but it keeps going straight indeed. It’s a really nice airplane to fly, one of the nicest airplanes I’ve owned!”

Dennis said since purchasing the Stinson, he’s had it just about everywhere.

“We had it down to the southern parts of the country, and it’s a good cross-country airplane,” Dennis said. “You know, it’s not a speed demon, but it’s very comfortable, real comfortable airplane to fly. We went out to AAA Fly-In at Casa Grande, Arizona. We ended up going south to try to get ahead of a front that was coming through. We went south to Missouri, and then over to Texas. Went to Las Cruces, New Mexico, and spent three days there, and it did great!”

Dennis said the Stinson burns about 16 gph cruising at 130 mph.

“You can get a little more if you run it up a little bit, but it’s about as fast as it will go, about 130 on cruise,” Dennis said.

Gather up your friends and family, pack your blanket or lawn chairs, bring some munchies, and settle in to an outdoor movie experience that is one-of-a-kind! Relax and unwind while watching blockbuster and classic aviation movies on a five-story high screen.

SATURDAY JULY 24 Top Gun (8:30 p.m.)

WEDNESDAY JULY 28 Disney Planes (8:30 p.m.)

Now Showing SUNDAY JULY 25 Artistry in the Air:

The Story of the Younkin Family

Flying Boat Red Horizon (8:30 p.m.)

THURSDAY JULY 29 Return to the Big Skies: The Story of Miss Montana

Into Flight Once More (8:30 p.m.)

MONDAY JULY 26 Tora! Tora! Tora!

(8:30 p.m.)

TUESDAY JULY 27 30 Seconds Over Tokyo (8:30 p.m.)

FRIDAY JULY 30 Midway (2019) (8:30 p.m.)

SATURDAY JULY 31 Up (8:30 p.m.)

G N I R A P COM SS OF THE CLA

’46

CUB VS. TAYLORCRAFT VS. 120/140 VS. LUSCOMBE VS. AERONCA CHAMP

BY BUDD DAVISSON

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PHOTOGRAPHY BY ED HICKS

PIPER CUB

TAYLORCRAFT

CESSNA 120

CESSNA 140

LUSCOMBE

AERONCA CHAMP

kay, in the interest of forestalling a blizzard of nastygrams aimed at us, before we get started, yes, we know that we’re going to miss a number of airplanes that joined the general aviation fleet in 1946. But, only a few. The five listed in the title were the front-runners then and are still the leaders of that classic clan of airplanes today.

Each of these airplanes has its own personality, which is one of the things that makes the genre so appealing. They are also relatively inexpensive airplanes to own. They’re burning 4 to 5 gallons of gas per hour and not enough oil to even think about. Depending on the airplane type, its value, and the owner’s tailwheel time, the insurance will run $1,000$1,400. Assuming it’s not a show winner and just a flyer, it can be tied down to

avoid hangar fees. If located in one of those states where they’re still snowmobiling in June, then, when the first flakes begin to fall, two guys with wrenches can have the wings off and the airplane on a trailer in a couple of hours. Then it can spend the winter in the garage, being tinkered on or snuggled under a weatherproof security blanket in the backyard, waiting for spring without costing a dime.

PHOTOGRAPHY BY CHRISTINA BASKEN, JIM KOEPNICK, CONNOR MADISON

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TYPE CLUBS ARE INVALUABLE

When even thinking about buying one of the aircraft we’re discussing, the first step is to ask Mr. Google to track down the type club and then join it. The club, regardless of type, is a focal point for exchanging information about every single aspect of the airplane in question. At this stage of the game, every type club for every type has been in existence for many decades, and it is unlikely a newbie is going to ask a question or have a problem that those in the club/association haven’t dealt with many times in the past.

• Ground and air visibility • Speed • General air handling • Landing, ground handling, crosswind capabilities The aforementioned are the areas we’ll delve into, so let’s get after it.

MAKING A COMPARISON WORK

We said we were going to compare the airplanes, right? So, how do we do that? Let’s break the concept of “airplane” down into easily discernable segments that should make sense to everyone, whether they know anything at all about the airplanes in question or not. The areas we’ll compare for each type will be: • Airframe construction and what to watch out for • Areas of mechanical concern • Cockpit arrangement, size, etc.

ABOUT G N I K N I H NT WHEN EVE HE AIRCRAFT WE’RE NE OF T O G EP IS TO N I T Y S U T B S R I F NG, THE I S S WN THE U O C D S I K D C A R GLE TO T O O G .

R I T. T H E M N I O J ASK N E AND TH B U L C , IS A E E P P Y Y T T F O RDLESS A G E R , B NGING U A CL H C X E R NT FO FOCAL POI N ABOUT EVERY IO I N F O R M AT F T H E A I R P L A N E PECT O SINGLE AS UESTION. IN Q 52

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AIRFRAME CONSTRUCTION AND WHAT TO WATCH OUT FOR

One universal factor that unites all of the different types is age. And during the last 75 years, most have spent a portion of their life on the back tie-down line with flat tires, weeds up to their bellies while generations of mice inhabited the wings.

So, careful inspection is necessary.

• J-3 Cub (7,800 built in 1946; 3,500 built in 1947) The Cub and the Taylorcraft come from the same prewar mold: rag and tube, which means rust is the enemy of the fuselage, and many have had, or need to have, the last foot or two of the fuselage lower longerons replaced because water runs downhill. Inspect prospective purchases carefully for that. Cub rib repairs, because of the folded and crimped T-shaped material used in the truss-type ribs, is more complicated than stamped aluminum.

Some postwar Cubs have metal spars; early ones don’t. Look at them closely.

most airplanes, are not protected internally by primer. Being a taildragger, any moisture that gets in or condenses on the aluminum will run backward until dammed by a spar or other structure. While pure water won’t harm aluminum, any moisture that contains sodium/salt will slowly eat it. Smog-induced acid rain and coastal salt air can cause serious damage. Purchasing one requires close internal inspection, and owning one means evaluating the local environment and protecting the airplane against any threats present.

• Cessna 120/140 (7,700; 1946-1951) When it comes to airframe construction, the 120/140 might as well be considered to be a modern airplane, and corrosion concerns mirror those of the Luscombe. All of its systems are those of a modern airplane. Look for signs of gearbox damage from ground loops.

• Aeronca 7AC Champ (6,272 built in 1946; 8,199 during 1945-1951) The 7AC Champ was certified after World War II ended. However, in terms of airframe construction, its material concerns are the same as any other rag and tube airplane, and it has stamped aluminum ribs on wood spars. Its landing gear is a little unique because shock absorbing is via spring/oleo struts inside the gear legs rather than bungees. If they aren’t cared for, they can be stuck solid and can be a real bear to get apart.

• Taylorcraft (Roughly 4,200 total built; factory fire in ’46 shortened production) Being a side-by-side design complicates the T-craft a little more than a Cub because of the linkages and such for the brakes and control yokes. The rust concerns are the same as for the Cub and Champ, as are the landing gear bungees. They wear out just sitting around and need to be checked.

• Luscombe (2,580 built in 1946; 4,668 during 1945-1951) The landing gear legs and a few fittings are the only steel in the all-aluminum Luscombe. So, rust isn’t a major concern, but corrosion is. Luscombes, like

PHOTOGRAPHY BY JIM BUSHA, CONNOR MADISON

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G N I R A P COM SS OF THE CLA

’46

AREAS OF MECHANICAL CONCERN AND MAINTAINABILITY

Parts availability varies from type to type. However, Univair Corp., as well as a few specialty houses, build and inventory lots of parts for all of these airplanes.

• J-3 Cub Original J-3 brakes are bladder tube units. This system features what is essentially a bagel-sized inner tube with no air in it, surrounded by a series of blocks. When fluid is pushed into the bladder tube by a pedal, the tube expands and pushes the blocks against the drum. They work okay, but the rebuild parts are expensive. Various disc brake modifications exist, but it’s easy to over-brake the airplane with those and put it on its nose.

• Taylorcraft Mechanically, like most airplanes of the period, the Taylorcraft BC-12D is as simple as dirt. No systems means nothing to go wrong. Its brakes are mechanical Shinn units that have the brake linings on the inside of the drums rather than the shoes. Inasmuch as the T-craft, like the Cub, really doesn’t need brakes for anything but parking, the originals work fine and aren’t as expensive as Cub brakes to overhaul. Hardest parts to find: To quote a longtime T-craft owner, “The Taylorcraft is actually a super easy and inexpensive plane to keep flying safely. I guess that is one big reason I love them so much! Now if we could just find a battery-powered ADS-B for a couple of hundred dollars!”

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• Luscombe The Luscombe is actually a pretty sophisticated airplane for its size, with a unique landing gear that uses a single, centrally mounted spring-shock unit to soak up the bumps. Hardest parts to find: Brake parts are getting expensive, but there’s a Cleveland STC replace option. Otherwise, most other normal consumables are available.

• Cessna 120/140 Like the Aeronca Champ, the Cessna 120/140 was designed in ’45 and was introduced in 1946. 120/140s are the same airplane, but the 140 has flaps, a rear side window, etc. It was the most “modern” flivver of the period and introduced Steve Wittman’s patented spring gear to the general public. Corrosion is the main mechanical threat. Hardest parts to find: Brakes and plastic interior parts.

• Aeronca 7AC Champ The Champ has traditional mechanical drum brakes actuated by heel pedals that are separate from the pedals. They also have a hard-to-inspect area for rust that’s covered by the welded-on angles that form the door frame: The tubing under the angles wasn’t painted at the factory. Hardest parts to find: There’s an inspection AD on the original wheels and they are difficult to find, so many update to a later wheel and brake design.

PHOTOGRAPHY BY CHRISTINA BASKEN, BONNIE KRATZ

COCKPIT ARRANGEMENT AND SIZE

Cockpit size is where the individual aircraft types vary considerably. The prewar designs appear to be designed for pilots who were about 5 feet 8 inches to 6 feet (max) and skinny, while the postwar were closer to what we are today, 5 feet 10 inches to 6 feet 2 inches.

• J-3 Cub The Cub has the narrowest of this group. The back seat, which is where the pilot sits, is a sling and is reasonably comfortable for all but the biggest/tallest pilots, but the front seat is short of leg room. The heel brakes, which are seldom actually needed, are snuggled underneath the front seat where the pilot can get his heels on them.

With the door left open, a Cub’s cockpit is the handsdown best for watching sunsets.

• Taylorcraft The pilot and passenger have a much more “normal” seating positions in the T-craft than the Cub; however, the pilot/passenger will be shoulder to shoulder. Also, unless the aircraft has a skylight, taller pilots may have a problem. However, getting in and out of the airplane is a piece of cake because of the door arrangement and the fact that it has control yokes rather than sticks, so the floor is clear. The cabin width is about 38 inches depending on whose tape measure you’re using.

Univair Has Kept Aeroncas Flying Since 1946 Univair carries hundreds of quality FAA-PMA approved and original factory parts specifically for the Aeronca 7 and 11 series, Champion, Citabria, Decathlon and Scout aircraft.

We also have distributor parts such as tires, batteries, tailwheels, and much more. Since 1946, Univair has been here to serve the parts needs of classic general aviation aircraft.

Call us today to get your free Univair catalog with over 11,000 parts. Foreign orders pay postage.

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• Luscombe The Luscombe flight deck is as tight as the Taylorcraft, but for some reason, there’s less of the darkish, closed-in feel, probably because of the skylights. It is the only one that has an English sports car feel: Your legs go almost straight out to the level floor, rather than dropping down at the edge of the seat. Otherwise the seating position is pretty normal. The sticks complicate boarding a little but not much. It’s about 39 inches wide.

• Cessna 120/140 If you want to know what a Cessna 120/140 cockpit looks and feels like, crawl into a C-150/152 and have someone force the tail to the ground. The 120s and early 140s have control yokes and instrument panels that look very 1940s, but later ones look like C-150s. The 120/140 is the most comfortable of the two-place classic aircraft breed. It’s 39 inches wide.

• Aeronca 7AC Champ The Champ was specifically designed to cure all of the perceived ills of the J-3. The Champ is wider and flown from the front seat, which is quite comfortable and roomy. This is the stand-out classic for bigger pilots.

Some don’t think it has the classic beauty of the Cub, but its lines allow more cockpit room. Now, if the door could just fold and disappear as the Cub’s does.

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GROUND AND AIR VISIBILITY

When it comes to visibility, these classics have very little of the traditional taildragger visibility problem on the ground.

• J-3 Cub Seen from the back seat, the narrow fuselage/cockpit of the Cub gives the pilot quite good visibility on the ground, none of which is straight ahead. However, there is so much airplane out in front of the pilot that he/she instantly sees even the slightest misalignment. In the air, it’s a little difficult to see directly ahead if there’s a passenger on board, and the wings block upward, forward visibility. However, the pilot acclimates to that in about five minutes. It’s only a little different than others in its peer group.

• Taylorcraft When it comes to ground visibility, the T-craft has it all over the Cub. A little stretching lets you actually see over the nose. If you’re 6 feet or taller, you’ll be touching the overhead unless the seat is lowered as much as possible or it has a skylight. In the air, the forward visibility is excellent; however, when you turn your head, the wing is right there looking back at you. A little ducking is necessary to see to the side. Plus, you’re sitting quite a way back from the leading edge, which doesn’t help the visibility much.

The same is true of most of the other classics.

• Luscombe Visibility in the Luscombe in on par with the Taylorcraft and much better than the Cub. In other words, it’s good.

You can pretty much see over the nose on the ground.

• Cessna 120/140 The Cessna is possibly the best in terms of visibility in the air and on the ground, but the truth is, all of the sideby-side classics have similar visibilities, and picking up a wing to turn becomes a habit.

• Aeronca 7AC Champ The ground visibility in the Champ is so good you shouldn’t be allowed to log tailwheel time in it. You don’t have to stretch or be very tall to have good forward visibility on the ground. In the air, because the pilot sits farther forward in the wing than any of the other classics, the side visibility is also greatly improved.

SHARED R O J A M ONE OTHER THE MENTIONED LL OF T R A I T O F A T H AT I F YO U B U Y A IS CLASSICS WITH A LOW- TO GOOD ONE , YOU CAN ALMOST ENGINE E M I IT FOR T G D N I I Y M L F F NTEED O A R U CAN A O U Y G , E F I B R O WHEN, , N E H T YOU’LL .

S , T I L L YEAR E S RSELF TO EY BACK. U O Y E C R FO R MON U O Y F O L GET AL 56

July/August 2021

PHOTOGRAPHY BY CONNOR MADISON, PHOTOGRAPHY COURTESY OF EAA ARCHIVES

SPEED

When compared to newer aircraft, none of the classics being discussed are speed demons. Some, however, are better for cross-countries than others.

• J-3 Cub Although a few have been flown coast to coast, Cubs are about the last airplane thought of when discussing cross-country flying. About 75-80 mph is what you’ll see out of most 65-hp Cubs. However, that’s not what it was designed for.

• Taylorcraft Although it’s a side-by-side airplane, the Taylorcraft BC-12D gets better performance out of the Continental A65 than a Cub because it has much less drag. The specs say it’ll cruise at 110 mph, which is a little optimistic; 95 to 100 mph is more realistic.

• Luscombe An 8A with the 65 Continental is going to be running 90-100 mph, the difference being how much rpm you’re willing to run and how clean and straight the airframe is.

• Cessna 120/140 Of the group, the 120/140 may be the best for cross-countries, if nothing else, because cruise speeds in the 100-115 mph range are possible depending on the prop that’s installed and how well the airplane is rigged.

• Aeronca 7AC Champ The original 65-hp 7AC Champ is maybe 10 mph faster than a Cub, putting it in the 85-90 mph range.

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Visit flytheford.org or call 1-877-952-5395 to reserve your flight.

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G N I R A P COM SS OF THE CLA

’46

GENERAL AIR HANDLING, INCLUDING STALLS

There isn’t enough difference airplane to airplane to bother dealing with the specifics of how each feels in the air and their stalls. The roll rates are similar, the control forces about the same, but there is the inevitable difference between the way a control stick and a yoke feels. In terms of actual measured values, the differences are colored by the individual pilot’s perception. The only one that stands out at all is the Champ because it has a little more adverse yaw, so if you have lazy feet, you’ll feel the yaw in turns.

LANDING, GROUND HANDLING, CROSSWIND CAPABILITIES

The landings of tailwheel airplanes are always the subject of lots of discussion, but these too are colored by the pilot’s perception and what else he’s flown.

• J-3 Cub The Cub is the standard by which tailwheel airplanes are measured because it’s the most common. Because it is landing so slowly, 30-35 mph, everything happens in slow motion and is easily tamed. However, it sits on the ground at a slightly higher deck angle than most taildraggers, so, in flaring, you start a little higher and have to work to get it down to the higher deck angle or you’ll kiss off the main gear. That’s not a flaw, just a characteristic to be understood.

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• Taylorcraft Some say that landing a Taylorcraft is like landing a maple seed. They’re so light and have so much wing, they love to float if even slightly fast. Again, just a characteristic, so gusts affect it more than some. On the ground, it’s a pussycat, but a strong crosswind will, as with all the others, try hard to make it a weather vane.

• Luscombe The Luscombe is the only one that has no dead spot in its tail wheel. In the rest, you can move your feet and not much happens. So, because there is no lag in the Luscombe, it gives the illusion that it has quicker handling on the ground, but it doesn’t. If you leave it alone, it’ll be at least as easy as the rest. However, it’ll react to any movement of your feet. So, don’t move your feet. In flare, it’s like the Taylorcraft in that it’ll float, if you’re fast. So, don’t be fast. Also, it has plenty of control to let you handle higher crosswinds than you’d expect. This is true of all of the classics.

• Cessna 120/140 The 120/140 introduced the spring gear and toe brakes to the postwar general aviation public. The spring gear gives it a slightly more tendency to bounce, and the toe brakes were responsible for “extenders” often being bolted to the main gear to move the wheels forward to reduce nose-over accidents. The last version, the 140A, swept the gear legs forward for the same reason.

However, it has been opined that many of the nose-over accidents were because the 1946 public just wasn’t used to toe brakes. Today, toe brakes are the norm. By the way, the spring gear makes directional control on the runway a little easier than some.

• Aeronca 7AC Champ The 7AC Champ flies like a heavier airplane than a Cub, which it is, but only a little. However, it will handle crosswind and gusty conditions with less effort from the pilot.

Champs are seen with two different landing gear types, one labeled “no bounce,” which seems to compensate for less-than-wonderful touchdowns. Directionally, if it’s put on square with no drift, the landing roll is absolutely no sweat and it wheel-lands a shade better than the rest.

One other major shared trait of all of the mentioned classics is that if you buy a good one with a low- to midtime engine, you can almost be guaranteed of flying it for years. Then, when, or if, you can force yourself to sell it, you’ll get all of your money back. When you buy one of these airplanes, don’t think of it in terms money being spent. Think of it in terms of having put money in a savings account that you can fly. How cool is that?

PHOTOGRAPHY BY CONNOR MADISON

THE WAIT IS OVER

> 75 th (Plus One) WWII Anniversary > Desert Storm 30th Anniversary > Free Youth Admission

JULY 26 - AUGUST 1 EAA.org/Tickets

Free youth admission ages 18 and under is supported in part by

The Vintage Mechanic ROBERT G. LOCK

Continental W-670 Main Bearing Failures, Part 1

BY ROBERT G. LOCK

I STARTED TO DO an annual inspection of my Stearman biplane after the airplane sat in the hangar for more than two years while I was flying in central Florida. I found more metal in the sump in my Continental W-670-6A engine than in any other engine I’ve inspected in my entire career. It turned out to be pieces of the cage assembly for the rear main ball bearing; some of the fragments were 1-1/2 inches long!

So, right up front, let me give a tip to all you pilots who fly behind the Continental 220. Fashion a hook out of 1/16-inch-diameter welding rod, and use it to pull any foreign material out of the sump. These large fragments did not come out when the oil drained; I stuck my finger in the sump opening and felt them. I used some 0.040-inch stainless steel safety wire to fish them out.

The main oil screen had a very few small fragments of carbon, but nothing out of the ordinary. There was no trace of bearing cage fragments in the main oil screen.

When removing the cylinders, however, the No. 5 cylinder was difficult to remove. There was a substantial amount of very small aluminum fragments lodged around the skirt of the cylinder, which forms the power case sump. This could be the aft bearing cage spinning against the aluminum case.

So the failure of a rear main ball bearing becomes this month’s subject. I sent a mostly complete “lower end” of an engine to Al Holloway in California. Al’s business is Holloway Engineering, and he specializes in the overhaul of radial engines. He is FAA Repair Station OHYR527L, located at Gansner Field Airport in Quincy, California.

When I picked up the engine, he was preparing a freshly overhauled Wright R-760-A (“greaser”) to be placed on the engine stand for a five-hour run-in. The engine was beautiful. Al and his staff are craftsmen of the highest quality.

I wanted to discuss main bearing failures with Al to get his take on the subject. I was always under the impression that the cause of most bearing failures is operating the engine with a Hamilton Standard 5404 prop installed. My assumption turned out to be false, because Al reports he has replaced rear main bearings on engines that used all different types of props, including wood.

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Al has an FAA supplemental type certificate (STC) that allows replacing the original front, rear main, and thrust ball bearings with roller bearings. That should cure the problem of main bearing failure. Obviously, the Continental 670 engines were initially underdesigned in the rear main bearing area.

I also spoke with Don Sanders of Sanders Airmotive in Mustang, Oklahoma, and he showed me a new original factory main ball bearing that was magnetized! Just think of what a magnetic bearing could attract in the way of steel fragments carried by the oil. Don places every bearing in his demagnetizer on the Magnaflux machine in his shop before installing.

Let me list the details of my engine installation and operation leading up to the failure of the bearing. This particular engine was installed in the airplane in 1992 and was zero hours since major overhaul (SMOH), with a total time estimated to be 1,725 hours.

A Hamilton Standard 5404 prop with 4350F blades was initially installed. That prop was operated a total of 218 hours. Due to oil leaks and paint chipping from all cylinders, I did a top overhaul at 211 hours SMOH and then installed a McCauley 41D5926 steel propeller at 218 hours to replace the Hamilton Standard. The McCauley had operated a total of 234 hours when I discovered the failure of the rear main bearing. Therefore, the engine had a total time of 452 hours SMOH. The engine logbook is vague about the bearings, only stating that a new front main roller bearing and thrust ball bearing were installed. There is no mention of the rear main ball bearing. It could be an error in the logbook, or perhaps there was no replacement of the rear main bearing.

Incidentally, the engine never had a generator or alternator installed.

So Al’s conclusion (and I agree) is that the Continental W-670 main bearings are underdesigned for crankshaft loads. It’s interesting to note here that the later W-670-23 engine (which drove a 20 spline constant-speed prop and produced 240 hp) used roller-type main bearings, so obviously the factory considered possible heavier crankshaft loads on that particular engine and made the conversion at the time of manufacture.

I have listened to several folks in the industry who have told me they can get only 400-500 hours before the rear main bearing begins to fail. So, obviously this is a problem that needs constant attention during oil changes. Check the sump using the hook previously described for any metal that may have fallen and lodged there.

The bearing cage starts to fail first; fragments are from 1/8 inch to over 1 inch in length and 1/8 inch to 1/4 inch wide. These fragments will fall into the sump at its aft mounting point (the power case), thus bypassing the main oil screen.

So you probably won’t find any fragments in the screen, only the sump.

I do not intend, at this time, to tear down the lower end of this engine to determine exactly how the rear main bearing appears — maybe at a later date. The last time I flew this airplane, the engine performance was normal. So, hopefully, the bearing assembly is still intact and only the cage holding the ball bearings in place has failed.

There are several theories as to exactly why this bearing fails, but I believe the primary issues are crankshaft loads and vibration. The issue of vibration is critical; a seven-cylinder radial engine has a lot of shaking going on during operation. A seven-cylinder engine has power lag, indicating that there is a time lag between cylinder firings. A nine-cylinder engine has power overlap, which indicates that a cylinder is always firing; therefore it runs smoother.

The R-680 Lycoming is the smoothest-running radial I ever flew behind. The two-cylinder Aeronca E-113 and the three-cylinder Jacobs were the roughest running.

Perhaps a brief discussion of vibrations would be appropriate here. Things that rotate cause vibrations; to remove or reduce vibrations, rotating things need to be balanced. The more accurately balanced the rotating parts, the smoother they operate. The older radial engines were not well balanced. Some engines had crankshaft dampers; others did not. Vibrations are oscillatory movements above and below a mid or neutral point, much like AC electrical current.

There are three basic types of vibrations: normal, sympathetic, and harmonic.

Normal vibrations are caused by rotating parts of the engine and propeller, and they are always there; balancing will help reduce the amplitude of these vibrations.

Sympathetic vibrations are caused by one part making another part vibrate, usually with direct contact between the parts. A propeller that is out of track or out of balance will cause the entire powerplant to vibrate, and that vibration will be transferred into the airframe.

Harmonic vibrations are caused by harmonization of several vibrations, thus creating a highly pitched and dangerous vibration. Harmonic vibrations can cause structural failure over a period of time. In some cases, an aircraft tachometer is marked with a yellow arc with an accompanying placard to not operate the engine for extended periods in this yellow arc.

This is due to a harmonic vibration.

A cycle is a complete vibratory movement above and below the mid or neutral point. The time required to complete a cycle is called a period. A cycle is also called “hertz.” The frequency is the rate of occurrence of the vibration. So we could have vibration caused by the engine operating at 1800 revolutions per minute (rpm). The crankshaft runs at 1800 rpm and the prop runs at 1800 rpm (this would give 30 beats per second). The generator may be operating at 3600 rpm, etc. You get the point here. The amplitude is the intensity of the vibration. It is actually the distance from one extreme of an oscillation to the mid or neutral point.

Vibrations are classified as low, medium, high, and very high frequency. It depends on the rpm of the vibrating part. Helicopters have many rotating parts, and so they are subjected to a variety of vibrations during operation.

Low-frequency vibrations are normally related to the main rotor, which may turn 290-500 rpm, depending on the aircraft type and model.

Medium-frequency vibrations are generally main rotor hub rocking or a loose component (door, skid, etc.). High-frequency vibrations are normally the tail rotor, which turns at a high rpm. Very high-frequency vibrations may be harmonic in nature; a combination of several frequencies of vibrations combined into a troubling and dangerous situation.

The major sources for vibration in old airplanes are the engine and propeller. With some care, vibration can be lowered but not eliminated by careful balancing. A propeller out of balance will cause a vibration at prop rpm.

I have had great luck with wooden propellers by balancing with extra coats of varnish on the light blade. One way to “field check” your wood prop is to wrap a 1-inch-wide piece of aluminum tape around one tip of the prop, then run the engine. If the vibration got worse you have the wrong blade; remove the tape and place it on the opposite blade. The vibration should lessen. You have found the right blade. You can keep adding or subtracting small amounts of tape until the vibration is gone. Then remove the tape and start spraying varnish until the prop is balanced. It’s a slow process, but it works. If a ship with a wood propeller sits outside and there is any small opening in the varnish covering the prop, moisture will enter and cause the out-of-balance condition.

If a propeller is out of track, an abnormal vibration will result. I have had great luck reducing vibrations caused by the prop by working to obtain the exact same pitch in both blades of a ground-adjustable Hamilton Standard propeller. The original factory manual indicates that the blades should be within one-tenth of a degree of each other for smooth operation. And they are right on! The best way to field-set prop pitch is with a prop protractor, checking blade angle at the 36-inch or 42-inch station, whichever is appropriate for the propeller.

www.eaavintage.org

61

The Vintage Mechanic ROBERT G. LOCK

One problem I have with old propellers is they have no operational history. It is not unusual to have Hamilton Standard aluminum propeller blades manufactured as early as 1929 that are still in use. You, as the owner or mechanic, have virtually no idea if the blades were ever damaged and straightened, if they had minor repairs made at some time in their life, if the blades were shortened, or who did the work. An overhauled prop indicates the blades meet manufacturer’s specifications dimensionally for length, width, thickness, and profile.

All overhauled props must be balanced both spanwise and chordwise, and blade pitch angles set for the desired engine static rpm. Spanwise balance places the prop in a balance stand in the horizontal position. Weight is added to the butt end of the light blade until the prop balances (this is for ground-adjustable and constant-speed or two-position props).

When spanwise balance is achieved, the propeller is placed in the vertical position to check for chordwise balance. The clamps of a ground-adjustable propeller are moved to change weight distribution, which affects chordwise balance. There is a limit to the positioning of the clamps toward the trailing edge of the prop blades. This is beyond my expertise, because this type of work is done at the prop shop.

A case can be made that the more severe the vibrations from the engine, the more serious the load is on the crankshaft. And with the Continental W-670 engine, that is a substantial contributing factor to the failure of the ball bearing.

So one of my secrets to reducing engine vibration is to closely set the pitch angle of a ground-adjustable propeller, and pay attention to propeller spanwise and chordwise balance.

I have found that vibration will cause the carburetor-mounting elbow on the Wright R-760 engine to loosen over time. That could be critical because if it creates a gap between the carburetor/engine mounting, a loss of manifold pressure will occur, thus causing a loss (either complete or partial) of engine power. So during my preflight of the airplane, I always shake the carburetor air box to feel for any looseness. During oil changes, I always try to move all engine accessories to check for security of attachment. I have found loose magnetos and starter and generator/alternators that were not secured, a fault caused by vibration.

Much of the vibration of older radial engines comes from the firing of the cylinders. One can work on the prop blade pitch (if it is ground adjustable) and the balance if it is wood. Some vibrations can be reduced, while other vibrations will always be there. Many single-row radial engines have two-piece crankshafts. Figure 1 shows the two-piece crankshaft on the Continental W-670 engine. Upon assembly, it is most important to align the crank properly so the counterweights are in precise alignment. Reducing vibrations will add to engine/prop and accessory life. To reduce crankshaft loads, operate the engine at an rpm where the least amount of vibration is felt in the airframe. Every little bit helps!

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Figure 1 is extracted from an old Continental R-670-4 parts manual and illustrates the complete crankshaft assembly. Item R-166 is the rear main ball bearing, item R-164 is the front main ball bearing, and item R-126 is the thrust ball bearing. Item R-169 is the thrust nut, which can be seen on the engine crankshaft by looking directly behind the propeller spacer and thrust bearing cover plate.

If this were a W-670-23 crankshaft, these main bearings would be of the roller type.

FIGURE 1

Based on the following old AAF technical order (TO) shown in Figure 2, Continental had ball bearing problems from the beginning and furnished heavier bearing components that were installed on overhaul and subsequent engine production. While this old TO is outdated, it provides an interesting insight into the Continental ball bearing problems we still have today.

FIGURE 2

Note the issue date of June 4, 1943, and application to the -4 and -5 engines, which correspond to civilian W-670-6A and -6N engines. However, note that this bulletin applies to only the front main and thrust ball bearings and not the rear main ball bearing. My point here is only to inform that these engines have had a history of ball bearing failures in the past, and an attempt was made early by the factory to correct the problem. Also note that the front main and thrust bearings carry the same part numbers.

Let me complete this first part of Continental W-670 main ball bearing problems with some final thoughts. First, the installation of roller bearings in these engines requires a supplemental type certificate, which would be noted in the logbook upon overhaul. There should also be a copy of the STC in the overhaul paperwork that would provide updated inspection procedures and recommended overhaul life of the engine.

Also, there was no mandatory replacement of the ball bearings by the factory overhaul manual, just an “on condition” inspection of the parts by the overhauling person or facility. So, if ball bearings are still in your engine, keep a close eye for fragments in the oil sump. If the ship is flying, a sudden rise in oil temperature accompanied by a change in vibration and a possible lowering of oil pressure may be experienced. Land immediately!

STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685). 1. Title of Publication: Vintage Airplane. 2. Publication No.: 062-750. 3. Filing Date: 07/6/2021. 4. Issue Frequency: Bi-Monthly. 5. No. of Issues Published Annually: 6. 6. Annual Subscription Price: $42.00 in U.S. 7. Known Office of Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3086. Contact Person: Ron Lindgren, Telephone: 920-4266571. 8. Headquarters or General Business Office of the Publisher: Same address as above. 9.

Publisher: Jack Pelton, EAA P.O. Box 3086, Oshkosh, WI 54903-3086. Editor: Jim Busha, c/o EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3086. Managing Editor: None.

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THE VINTAGE AIRCRAFT ASSOCIATION’S

Red Barn Store Is Now Online From hats and zip-ups, to plush toys and dice cups, VAA has brought the merchandise you love from AirVenture to their online store! Check back often, as stock will be updated soon.

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63

Message From the President SUSAN DUSENBURY, VAA PRESIDENT

CONTINUED FROM PAGE 1

After two years of absence from the Vintage area we were not surprised to find some minor damage to the grounds in several places. Topsoil was hauled in for ground repairs, and architectural pavers have been placed at entrances to the buildings where resting leaves destroyed the grass.

The Vintage Village grounds have been reseeded and fertilized. The landscapers have been busy replacing plants and working to complete the planned three-year landscaping project in Vintage Village and around the Tall Pines Café. Many thanks to volunteer Vintage groundskeepers Jim Hornby and Dennis Lange for their work and management of the Vintage grounds. Both bring with them an extensive knowledge in this area as well an aesthetic appreciation of the Vintage grounds. Both Jim and Dennis are retired, by the way, and neither had an occupation anywhere near what they do as volunteers!

For those of you who really love vintage airplanes, 2021 is shaping up to be a spectacular year for vintage airplanes of every type. From what I have been hearing, the place to be during AirVenture 2021 is out on the Vintage flightline.

Some really rare and some really

beautiful vintage airplanes are scheduled to be there.

And lastly, as EAA AirVenture 2021 draws closer, we will be adding Vintage AirVenture events and notable happenings to our website.

Please go to EAAVintage.org for the latest information.

Blue skies!

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DIRECTORY OFFICERS PRESIDENT Susan Dusenbury 1374 Brook Cove Rd. Walnut Cove, NC 27052 336-591-3931 sr6sue@aol.com

SECRETARY Dan Wood 75 Walton Place Dr. Newnan, GA 30263 678-458-3459 fly170@gmail.com

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ADVISERS COPYRIGHT © 2021 BY T HE E AA VIN TAGE AIRCR AF T A SSOCIAT ION. ALL RIGHT S RESERVED. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published bi-monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, email: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 6 issues of Vintage Airplane magazine, is $45 per year for EAA members and $55 for nonEAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. CPC #40612608. FOREIGN AND APO ADDRESSES—Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING — Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

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DIRECTORS EMERITUS David Bennett antiquer@inreach.com

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EXECUTIVE ASSISTANT 64

July/August 2021

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