Issuu

STRAIGHT AND LEVEL

By Brad Thomas President

Antique/Classic Division

There is no doubt that the Annual EAA International Fly-In Convention at Oshkosh is the greatest aviation event in the world for both sport and general aviation. "Oshkosh" has it all - educational forums and workshops, commercial exhibits and fly markets, airshows and thousands of aircraft .used for fun flying. On a smaller scale are fly-ins such as Blakesburg, Sun 'n Fun, Merced and Watsonville. Next are the local weekend fly-ins which are the backbone of our sport aviation movement. These are held using various formats . .. some have banquets, most have cookouts and camping, some present trophies and other awards, and all have fly-bys. In recent times a different type of fly-in is becoming popular . . . the more "laid back" affair. Tullahoma's "Ole South Fly-In" fits in this category. Following the cancellation of EAA's Tullahoma Fly-In in 1980, a group of chapters and local enthusiasts made plans to initiate a more relaxed type of fly-in. Under the direction of the Tennessee Valley Sport Aviation Asso ciation, they scheduled the Ole South Fly-In over Labor Day weekend in 1981. The event, held at Parish Aerdrome, home of the Staggerwing Museum Foundation, Inc., was eminently successful. The 2nd Annual Ole South Fly-In was concluded this past September 2-6, again at Parish Aerdrome where owners John and Charlotte Parish graciously made their facilities available. Under the able direction of Chairman Jimmy " Ragman" Snyder and Co-chairman Glenn McNabb the fly-in was a rousing success. For the past few years, Tullahoma has been besieged with rainfall during scheduled fly-ins and it appeared this year would be no exception. It had rained over one inch each day during the week preceding the fly-in, but on Thursday the weather did an about face when the last of the fronts passed through central Tennessee. From that time on the weather was ideal throughout the weekend. By Friday afternoon a steady stream of aircraft was arriving and the parking areas were filling up rapidly. For those wishing to remain on the grounds, excellent examples of Southern cooking were available. Most meals were preceded by action at the "happy hour hangar" which also featured Tennessee walkin' country music. The camaraderie here and the pickin' was outstanding. Listening to the music and swapping a few lies in this relaxed atmosphere was most enjoyable. Many new friend ships are made at the Ole South Fly-In and that's what it's all about. Sun 'n Fun Chairman Billy Henderson and his family from Lakeland, FL arrived in two show planes, making their first visit to Tullahoma. Billy commented what a

2 OCTOBER 1982

great pleasure it was to be free of obligations and duties at a fly-in and to be able to relax and enjoy the fellowship. Many dealers were active in the commercial display and fly market areas and these activities will undoubtedly be featured again next year. Participation was excellent in the daily fly-bys and the simultaneous arrival of incoming traffic presented no problems. Show planes were well represented in classic, custombuilt and ultralight categories with smaller numbers of antiques and warbirds. The ultralights had their own area in which to operate and cooperation between this group and the other flight operations was excellent. The flying on Saturday afternoon was highlighted by a brief fly-by of warbirds, followed by the First Annual Ole South Parade of Flight. This was an exciting display of antique, classic and custombuilt aircraft. This after noon program was expertly described by airshow an nouncer, Roscoe Morton. Willard Benedict who is co chairman for the Annual Parade of Flight at Oshkosh, and his wife Donna, did an outstanding job of organizing this event at Tullahoma. The flight program on Sunday afternoon featured a miniature warbird battle followed by several aerobatic performances by lAC members. The airshow was expertly planned and Roscoe Morton had the entire audience applauding as the aerobatic maneuvers were ac complished. Another example of Southern hospitality was demon strated when it was announced that everyone was invited to join an old-fashioned watermelon feast . . . free! Parish Aerodrome may have its own watermelon patch next year as millions of watermelon seeds were liberally deposited on the ground in this eating area! A tradition has been established in Tullahoma. The Ole South Fly-In is a favorite, being low key yet exciting, entertaining and very successful. We need more like this one. Be sure to mark your calendar for Tullahoma on Labor Day weekend in 1983 . •

PUBLICATION OF THE ANTIQUE/CLASSIC DIVISION, INC. OF THE EXPERIMENTAL AIRCRAFT ASSo'CIATION, INC. P.O. BOX 229. HALES CORNERS. WI 53130 COPYRIGHT

OCTOBER 1982

NUMBER 10

VOLUME 10

OFFICERS President W. Brad Thomas, Jr. 301 Dodson Mill Road Pilot Mountain, NC 27041 919/368-2875 Home 919/368-2291 Office

Vice-President Jack C. Winthrop

Route 1, Box 111

Allen , TX 75002

214/727-5649

Secretary M. C. " Kelly " Viets Route 2, Box 128 Lyndon , KS 66451 913/ 828-3518 Home

Treasurer E. E. " Buck" Hilbert

P.O. Box 145

Union, IL 60180

815/923-4591

DIRECTORS Ronald Fritz 15401 Sparta Avenue Kent City, MI 49330 6161678-5012

ADVISORS

Morton W. Lester Ed Burns

P.O. Box 3747

1550-Mt. Prospect Road

Martinsville, VA 24112 Des Plaines, IL 60018

7031632-4839

3121298-7811

John S. Copeland

9 Joanne Drive

Arthur R. Morgan 3744 North 51st Blvd. Westborough , MA 01581

6171366-7245

Milwaukee, WI 53216

4141442-3631

Stan Gomoll ,

1042 90th Lane, NE

Minneapolis, MN 55434

Dale A. Gustafson

6121784-1172

John R. Turgyan 7724 Shady Hill Drive

1530 Kuser Road Indianapolis , IN 46274

Espie M. Joyce, Jr. Trenton , NJ 08619 3171293-4430

Box 468

6091585- 2747

Madison , NC 27025

9191427-0216

AI Kelch S. J. Wittman

Gene Morris

W. 622 N. Madison Ave Box 2672

27 Chandelle Drive

Oshkosh , WI 54901

Cedarburg , WI 53012 Hampshire, IL 60140

4141377-5886 4141235-1 265

3121683-3199

Claude L. Gray, Jr. 9635 Sylvia Avenue Northridge , CA 91324 2131349-1338

Robert E. Kesel 455 Oakridge Drive Rochester, NY 14617 7161342-3170

FRONT COVER ... Grand Champion Classic at Oshkosh '82 was this 1946 Luscombe 8A. See story on page 6. (Ted Koston photo)

George S. York

181 Sloboda Ave .

Mansfield , OH 44906

4191529-4378

Roy Redman Rt. 1, Box 39

Kilkenny, MN 56052

507/ 334-5922

BACK COVER .. . This newly restored 1946

Piper J3C-65 Cub, NC88114, SIN 15727 was

flown to Oshkosh '82 by its owner , L.w .

" Lindey" Lindemer (EAA 56710, AlC 2806),

45 E. Golden Lake Rd. , Circle Pines, MN 55014.

The authentic restoration work was by well

known EAAer Stan Gomoll of Minneapolis, MN.

(Gene Chase photo)

TABLE OF CONTENTS Straight and Level ... By Brad Thomas .. . . . . .. ... . AIC News ... By Gene Chase .... . .. . . ..... ..... ... Mystery Plane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1982 Grand Champion Classic Luscombe 8A

· . . By Norm Petersen ...... ...... . ... ......... .

Calendar of Events .. ..... . .. ... . . .. . .. .... . . . . . .. . 8

Bird Dog on Floats . . . By Norm Petersen . . . . . . . . . .. 9

Book Review ... By David S cott ..... . . .. .... .... .. 9

Oshkosh Never Lets Us Down . .. By Lois Kelch . ... 10

Christmas Mailer ..... . . ... ........ . .. .. . 12 A. B, C. D

The Eight Year Story of a Pacer's Restoration

· .. By Vernon H. Sudbeck ... .. .... ... .. ........ 15

Borden 's Aeroplane Posters from the 1930s

· . . By Lionel Salisbury . . . . . . . . . . . . . . . . . . . . . . . . . 18

Members' Projects ... .. . . ... . . . . . ............ . .... 20

Letters to the Editor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 21

S. H. " Wes" Schmid 2359 Lefeber Road Wauwatosa , WI 53213

4141771 -1545

PUBLICATION STAFF PUBLISHER Paul H. Poberezny ASSOC. EDITOR George A. Hardie, Jr.

EDITOR Gene R. Chase EDITORIAL ASSISTANTS Norman Petersen Pat Etter

Page 6

Page 10

Page 15

Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors.

Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to : Gene R. Chase , Editor, The VINTAGE AIR

PLANE, P.O. Box 229, Hales Corners, WI 53130.

Associate Editorships are assigned to those writers who submit five or more articles which are published in THE VINTAGE AIRPLANE during the

current year. Associates receive a bound volume of THE VINTAGE AIRPLANE and a free one-year membership in the Division for their effort.

THE VINTAGE AIRPLANE (ISSN 0091-6943) is owned exclusively by EAA Antique/ Classic Divisio n, Inc., and is published monthly at 11311 W. Forest

Home Ave .. Franklin , Wisconsin 53132 , P.O. Box 229, Hales Corners, Wisco nsin 53130. Second Class Postage paid at Hales Corners Post Office,

Hales Corners, Wisconsin 53130, and additi onal mailing offices. Membership rates for EAA Antique/ Classic Division , Inc., are $18.00 for current

EAA members per 12 month period of which $12.00 is for the publication of THE VINTAGE AIRPLANE. Membership is open to all who are interested

in aviation .

ADVERTISING - Antiquel Classic Division does not guarantee or endorse any product offered through our advertising. We invite constructive

criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken .

VINTAGE AIRPLANE 3

OSHKOSH '82

The highlights of the Antique/Classic Division's involvement at Oshkosh '82 are nicely described in Brad Thomas' "Straight and Level" column in the September issue, however, some additional details are worthy of note. The total count of registered show planes was 1,818', up 250 from last year's total. Of this number, 176 were antiques, 585 were classics, and five were replicas. The remainder consisted of custom built, warbirds, rotorcraft, special, static and ultralights. Each year a sizeable number of show planes are flown to the Convention and not registered by their owners. The reasoning behind this is difficult to comprehend because there is no charge for registering an aircraft at Oshkosh. In fact, the owner or pilot is depriving himlherself of a packet containing souvenirs of the Convention including a dated porcelain coffee cup. Over the years these cups have become popular collectibles. The lead story in this issue of The VINTAGE AIR PLANE is Norm Petersen's account of the restoration of the Grand Champion Classic A ward winning Luscombe 8-A. Future issues will contain articles about Roy and Judie Redman's 1936 Stinson SR-8C Reliant which re ceived the Grand Champion Antique Award, Jim and Bob Younkin's replica Howard DGA-6 "Mr. Mulligan," and other award-winning aircraft at Oshkosh '82. Tragedy struck at the Convention on Tuesday, August 3 when three people lost their lives in the mid-air colli sion of a 1932 Corben Baby Ace piloted by Rick Demond, Whitmore Lake, MI and a Starduster Too flown by J oe Rudy, Schaumburg. IL with passenger Elizabeth Drumm of Decatur. IL. Two days later, a pilotless Comanche pulled up its tie-downs and collided with a tent in which Sandra Gross of Franklin, WI was camping. Sandra was struck by the propeller and received serious injury to both legs: Everyone was saddened by the unfortunate accidents but the Convention went on, setting new records in every area of activity from the number of campers to the number of planes which inundated Wittman Field. On Sunday, August 1, incoming transient aircraft were diverted to surrounding airports as every available parking space was filled.

YEAR OF THE STINSON Each year during its Fall Fly-In, EAA Chapter 701 will feature a particular make of airplane - and 1982 is The Year of the Stinson. The date for the fly-in is October 10. For further in formation, contact Bill Tredo, 25 Maple Ave. , Foxboro, MA 02035. Phone 6171769-4115 or 617 /543-4909.

4 OCTOBER 1982

AWARDS Each of the following awards was sponsored by EAA. ANTIQUE AIRCRAFT AWARDS GRAND CHAMPION - Roy and Judie Redman, Kilkenny,

MN - 1936 Stinson SR-8C Reliant, NC17116 Chuck Andreas, Bill Brennand and Byron Fredericksen, Neenah , WI 1931 Stinson Trimotor SM-6000-B. NC11170

RESERVE GRAND CHAMPION -

CONTEMPORARY AGE (1933-1945) CHAMPION - Phil and Donna Michmerhuizen, Holland,

MI - 1936 Taylor J-2 Cub, NC16957 L. E. Wade, Spring, TX - 1941 Piper J-3 Cub, NC38302 OUTSTANDING OPEN COCKPIT BIPLANE - Larry Sheehan, Springfield, MO - 1942 Stearman PT-17, N4593N OUTSTANDING CLOSED COCKPIT BIPLANE - Russell Latta, Atwater, GA - 1944 Beechcraft D17S, N1185V OUTSTANDING OPEN COCKPIT MONOPLANE - Ron Johnson, Rockford, IL - 1941 Ryan PT-22, NC49674 RUNNER-UP -

OUTSTANDING CLOSED COCKPIT MONOPLANE -

Dwain E. Duis, ' Pleasant Hill, CA - 1943 Fairchild PT-26A, NC63568 TRANSPORT AIRCRAFT

George W. LeMay, Calgary, Alberta, Canada - 1944 DeHavilland Rapide, C-F AYE RUNNER-UP - Eugene and Roberta Coppock, Algonquin, IL - 1936 Stinson A, NC15165

CHAMPION -

REPLICA AIRCRAFT

Jim ,and Bob Younkin, Springdale, AR 1935 Howard DGA-6 "Mister Mulligan," NR273Y RUNNER-UP - Dale Crites, Waukesha, WI - 1911 Glenn Curtiss Pusher, ~1911D

CHAMPION -

CUSTOMIZED AIRCRAFT

Rob,e rt H. Fergus, Dublin, OH - 1931 Bubl Pup, N230Y RUNNER-UP - Daniel F. Kumler, Ocala, FL - 1943 Howard DGA-15, N68119 OUTSTANDING - Pat Hartness, Greenville, SC - 1937 Spartan Executive, NC13PH

CHAMPION -

CLASSIC AIRCRAFT AWARDS

Jim Stoia, Manning, SC - 1946 Luscombe 8A, NC71454 RESERVE GRAND CHAMPION - Elymus 1. Nase , Rehoboth Beach, DE - 1946 Aeronca Chief 11AC, NC85829 CLASS I (O-80hp) - Thomas J. Palmer, Cabboll, OH 1946 Piper J-3C-65, N6170H GRAND CHAMPION -

.....

Rick and Kathie Page , San Mateo, CA - 1947 Cessna 140, NC4135N CLASS III (151 and up) - Myra and John Dunn, Craw fordsville , IN - 1949 Ryan Navion Model A, N4825K CUSTOM CLASS A (0-80hp) - Anthony A. T(lrrigno,

Bueno Park, CA - 1950 Mooney M18L Mite, N120C

CUSTOM CLASS B (81 -150hp) - Tom Weaver, Kalispell ,

MT - 1948 Cessna 140, NC2436V CUSTOM CLASS C (151hp and up) - Rick and Janice Loomis, Riverside, CA - 1952 Cessna 195, N3032B CLASS II (81-1S0hp) -

OUTSTANDING IN TYPE

David M. Forbes, Atherton , CA 1946 Aeronca 7AC , NC84198 BEECHCRAFT - Barry Sanders, Knoxville, TN - 1954 Bonanza, N3259C BELLANCA - John T. Morgan, Nashville, TN - 1950 Bellanca 14-19, N510A CESSNA 120/ 140 - Dutch Brafford, Lima, OH - 1946 Cessna 140, N89728 CESSNA 170/ 180 - Gary W. Rice, Portland, TX - 1952 Cessna 170B, N2469D CESSNA 190/ 195 - Kent Blankenburg, Arroyo Grande, CA - Cessna 195, N195KB

AERONCA CHAMP -

Vern Brown, St. Paul, MN - 1946 Ercoupe 415G, N3675H LUSCOMBE - Gary Rudolph , Vincennes, IN - 1946 Luscombe 8A, N45849 NAVION - Mike Turner, Franke nmuth , MI - 1947 Navion, N4043K PIPER J-3 - Stan Gomoll , Blaine, MN - 1946 Piper Cub J-3, NC70528 PIPER OTHERS - Phil Steiner, Santa Rosa, CA - 1954 Piper PA22, N1643P STINSON - Stephen E . Dyer, Brighton, CO - 1947 Stinson 108-3, NC638C SWIFT - Mark Holliday. La keland. MN - 1946 Globe Swift. N80760 TAYLORCRAFT - Ronald Dupre, Chisago City, MN 1946 Taylorcraft BCS-12D, N95523 LIMITED PRODUCTION - Robert E. Thomas, Weaver ville, CA - 1946 Funk B85C, N77720 MOST UNUSUAL - Raymond J. Vosika, Chipley, FL 1948 Emigh Trojan A-2 , N8314H BEST CONTINUALLY MAINTAINED - Frank D. Evans and T. Dietrich, Kitchener, Ontario, Canada - 1948 Auster A.O.P. VI, C-FLWK . ERCOUPE -

MYSTERY PLANE Reid Patterson, P.O. Box 163 , Whitewater, WI 53190 provided the photo for this month's Mystery Plane. A clue to the location is the "PA" painted on the roof of the building in the background. The answer will appear in the December 1982 issue of The VINTAGE AIRPLANE.

The August Mystery Plane was a rare bird indeed! No one correctly identified it. Mike Rezich, who supplied the photo, writes: "This one was a darb! It was built by a Syl Johnson of Chicago. I wit nessed all three flights , including the last one. "It was built out of a Church Midwing fuselage with a 4-cylinder Henderson engine. It had a full round wing. The idea was to have it

resemble a ham . The builder was trying to sell it to one of the Chicago meat packers as 'The Flying Ham' and fly it over the World's Fair at Chicago in 1933 and 1934, but it never did pan out. "On ,the trial flights he staggered around the Harlem airport at no more than 100 feet altitude, very unstable for directional control. It had a rudder from an Eaglerock bi plane. On its last flight he lost it on landing. It got up on the edge of the wing and started to roll like a pie plate until it fell on top of him. We dashed out and rescued him from the wreck. That was the end of the 'Uni plane' and the 'Flying Ham.' Both pilot and plane were true to the name 'Flying Ham'! Three responses were received: Chuck Faber of Waukesha, WI thought it was an early version of the Paraplane; Leroy Brown, Zell wood, FL called it an Arup Flying

Wing; and Reid Patterson who supplied this month's Mystery Plan photo thought it was a Johnson Uni-Plane. Further on the June Mystery Plane, Clark Wilson writes: "The engine on the June Mystery Plane is a 9-cylinder Packard diesel. I believe this airplane has been referred to as the Bird Mailplane. Only one was built. "Although having the classic Bird look, there were major differences. The upper wing was designed with a center section instead of attaching at the center. The landing gear looks different and was an unusual ball and-socket arrangement where it attached to the fuselage. I'm sure there are others. 'Td like very much to hear from anyone with information, past history or photos of this Bird. Write to Clark Wilson , 3205'h Belvedere Road, West Palm Beach, FL 33406 . •

~----------------------------------------------------------------------------------------~ VINTAGE AIRPLANE 5

Pictured in front of their 1946 Luscombe SA are Jim Stoia, Jim's wife, Mary and Tom Stoia. The brilliant shine on the Grand Champion Classic is the result of over two years of dedicated

work. Exceptional metal working ability is a " must" for such a

project.

(Photo by Norm Petersen)

LUSCOMBE8A

1982 GRAND CHAMPION CLASSIC

By Norm Petersen

EAA Staff Editorial Assistant

So often the common interpretation of a trophy winner in the Classic division of EAA is that of a busybody removing accumulated oil , grease and dirt from a tired old airplane, spraying on a shiny new coat of paint and voila, we have a winner! Such is not the case with our 1982 Grand Champion Classic Luscombe - a 1946 8A, registered NC71454, SIN 2881, manufactured on 5-13-46 by the Luscombe Airplane Corporation, Dallas, Texas, U.S.A. To fully appreciate how anyone would have the tenacity and patience to completely replace 75% of the metal in a 36-year-old airplane, we have to go into the background of the restorers, Jim and Tom Stoia, brothers extraodinaire of Manning, South Carolina. The boys were raised in an aviation atmosphere by their father , William "Bill" Stoia, who at one time worked for Dolph Overton at the Wings and Wheels Museum in Santee, South Carolina. EAA's team of Jack and Golda Cox worked at Wings and Wheels at the same time and remember Jim and Tom Stoia as very young, busy and highly portable children! When Bill Stoia opened a fixed base operation at the Clarendon County Airport, Manning, South Carolina under the name Precision Air Co., he asked Jim to come 6 OCTOBER 1982

into business with him while Tom was finishing high school so he too, could join the business. Under the watch足 ful eye of father Bill, the business of aircraft repair has shown a steady growth, with the primary emphasis on first class metalwork. About six years ago, an insurance company asked the Stoia firm to bid on a Luscombe 8A that had blown away in a tornado. The tail wheel had remained tied down while the aircraft blew 300 feet away! Needless to say, the resulting pile of metal was a genuine basket case. Further damage was incurred when another salvage crew cut every cable in the airplane! Precision Air was the lucky (?) new owner at $1200. The heap of twisted metal laid in the back of the hangar for nearly three years before Jim and Tom decided the time had arrived to begin the rebuild. Beginning with the two wing panels which had been metalized years previously, the brothers drilled all the covering metal off and were delighted to find all internal drag wires, compression struts and fittings in place. This allowed them to rebuild the wings as per original with fabric covering. Jim remembers trimming the metalized trailing edge to a smaller size and using the same metal for the fabric covered wings, a slow and tedious process - but' effective! New ailerons were built from scratch using only the old fittings. The fluted covering metal was obtained from

(Photo by Ted Koston)

Grand Champion Classic Luscombe SA photographed over Wisconsin farmland at Oshkosh 'S2. Shape of wingtip and wing root are most easily recognized Luscombe features.

Univair. All tail surfaces were completely rebuilt except the ribs, which were deemed usable. The expertise of Bill Stoia came heavily into play in remaking these parts of the Luscombe. Three of the four lift struts were suitable for use and a fourth one was obtained from Univair. The wheel pants that came with the plane were from a Cessna 140 and were totally useless. A pair of genuine Luscombe wheel pants were located in California; however, when they arrived, it was obvious they had been in their own tornado! Again father Bill put his metalworking ability to the job at hand and before long, a near· perfect set of bright and shiny Luscombe wheel pants were ready for final as sembly. Without a doubt, the most difficult part of the rebuild was the fuselage, which required replacement of 75% of the metal! Jim says the biggest problem was finding "perfect" sheet aluminum for re-skinning the fuselage. He would sift through many sheets before a perfect pattern could be cut from a particular sheet. Jim maintains the Reynolds' "Alclad" of years ago was far superior to the present Alclad. Apparently the outside coating of pure aluminum is not as thick as it used to be and easily suffers from "polish through." As Jim slowly brought the fuselage back to new condi tion, Tom was busy with a new interior installation tastefully done in blue with a darker blue stripe and a soft gray headliner. Coupled with a new set of instruments behind a shiny new instrument panel and chrome plated control sticks, the interior began to take on the look of a winner. A new windshield was carefully installed along (Photo by Ted Koston)

Luscombe landing gear with original aluminum wheel pants. Small venturi runs turn & bank indicator. One streamline wire attaches to each axle; reflection mjlkes it look like two

with new side glass. New stainless control cables with swedged end fittings were installed to match the original. Up front was another story of determined work . The Continental A65-8 engine was major overhauled with all necessary new parts. New Eiseman magnetos were installed along with a new unshielded wiring harness. To complete the "new look" to the engine compartment, new baffles, intake tubes and exhaust stacks were installed. To complete the nose installation, a new Sensenich wood propeller was capped with an original "skull cap" spinner - all highly polished! After covering the rebuilt wings with Ceconite, no less than 25 coats of butyrate dope were hand rubbed to a super smooth finish. A final finish of silver polyurethane was sprayed on the wings to match the silver struts. Even the aluminum pitot tube was polished to look almost like chrome. (Photo by Ted Koston)

The tail surfaces were completely rebuilt using only the old ribs. Jim Stoia says a recent switch to Blue Magic polish has made upkeep much easier. (He buys it by the case!) The results are to see.

VINTAGE AIRPLANE 7

(Photo by Ted Koston)

Interior is tastefully done in shades of blue with black crinkle finish around instruments. This was the standard panel in 1946! Note chromed control sticks.

Gradually each part of the restoration project was finished and the Luscombe began to emerge as a bright and shiny new airplane. Each piece of aluminum was brought up to a bright shine with a power buffer and then hand polished with Met-All. The cowlings were installed along with new tires on the wheels and the beautiful wheel pants made the "look" complete. With the Camden, South Carolina fly-in fast approaching in October, 1981 the finishing and detail work reached a fever pitch and over

two years of restoration came to fruition when Jim made the first 20 minute flight. One wing was a bit heavy so after adjusting the struts, Tom made the second flight late in the evening before the big fly-in. Everything seemed to be in perfect shape. The br.others decided to polish the entire plane one more time by hand and stayed up until 3 a.m. to accomplish the task! They were rather surprised to have a plane land on the fieJd at that hour of the morning. The pilot got out and ra::h through the underbush towards the road into town. Before long, a sheriffs car sped up with lights flashing and siren wailing! One deputy posted guard on the plane :-vhile the other drove into town and promptly arrested the pilot as he sat eating an "Egg McMuffin." The weed seeds and burrs on his pants were a dead give away! The plane contained over 1200 pounds of mari juana. Jim and Tom quietly finished the polish job and retired for a little rest. After taking honors at the Camden Fly-In, the Luscombe ·was flown to the Statesville, North Carolina A IC Chapter 3 fly-in in May, 1982 where again the shiny bird won the big award. By this time, the Stoia family was thinking about Oshkosh - the big one! Again, the preparatiqns were many such as Jim's wife, Mary, sewing a complete cover for the plane from new bed sheet material. It was found that the cover over the Luscombe would keep the dirt and tarnish from the finish . Just remove the cover, polish a little and it's ready to go! In addition, a new set of Cleveland brakes were installed before the.{rip to Oshkosh. Tom even redid portions of the interior where people had tarnished the cloth. The brIght and shiny Luscombe arrived at Oshkosh '82 with only 22 hours on the tach and immediately drew the glances of the crowd and the close scrutiny of the Classic ju,dges. On Friday evening, the awards ceremony brought a fitting conclusion to the many months of diligent work and sore muscles - the 1982 Grand Champion Award! ' The smile on Bill Stoia's face has a certain reassurance to it. His faith in his two sons has proven itself. The nearly lost art of true metalworking is reappearing with sons Jim and Tom. We are all benefactors. So often we look at the beauty of a trophy winner and wonder if. it's really worth the effort. As Jim explains, "We retrieve damaged airplanes from all over the East Coast, bring them into our home base on the shores of Lake Marion, and when the owners show up to learn of our bid, they ask of the quality of our work. We open the hangar and let them gaze on the Luscombe. They turn to us with a twinkle in their eyes and say - go ahead!" •

(Photo by Norm Petersen)

Younger brother, Tom Stoia, explains engine compartment. The Continental A65-8 was majored from the crankshaft on up. Note new unshielded wiring harness and wooden propeller, exactly as new.

CALENDAR OF EVENTS OCTOBER 1-3 - NEWNAN-COWETA COUNTY AIRPORT, GEORGIA International Cessna 120/140 Association, Inc. Annual conven tion and fly-in. For info contact Charlie Wilson , 567 Forrest Ave nue, Fayetteville, GA 30214.414/461-6279. OCTOBER 10 - BOLIVAR, TENNESSEE - EM Chapter 763 Fly-In and Air Show. Contact Billy Whitehurst. P.O. Box 376, Bolivar, TN

38008. 901/658-6282. OCTOBER 15-17 - CAMDEN, SOUTH CAROLINA - Annual Fall Fly-In sponsored by EM Antique/Classic Chapter 3. Anliques, Classics, Homebuilts, Ultralights, and Warbirds welcome. Awards and banquet Saturday night. For further information contact Geneva McKiernan, 5301 Finsbury Place, Charlotte, NC 28211 . NOVEMBER 11 - FAIRVIEW, OKLAHOMA - Thirty-first Annual Break fast Fly-In. Free breakfast to those who fly in. Trophies for best experimental and antique aircraft. Field closes 12:30 p.m. For information contact Doug Wiens at Fair View Airport, Fairview, OK 73737.

8 OCTOBER 1982

BOOK REVIEW AIR MAIL: An Illustrated History 1793 - 1981 by Donald

(Pho to by Norman Petersen )

Cessna 305A (L-19) wearing the colors of the Wisconsin Civil Air Patrol rides at anchor during the Seaplane Fly-In at Oshkosh '82. Note auxiliary fins on both ends of stab,ilizer for seaplane use. Maindoor is split in half - the top hinges upward and the bottom swings outward. Aircraft has stick controls instead of control wheels. Large flaps have up to 60 degree travel but manual states that seaplane version is restr~cted to a maximum deflection of 45 degrees.

BIRD DOG ON FLOATS By Norm Petersen

EAA Staff Editorial Assistt;Lnt

A relative newcomer arrived at the Oshkosh '82 sea plane fly-in this year when Henry I. Sedin (EAA 172131), Box 595, Poplar, WI 54864 flew in with a Cessna L-19, N5166G, SIN 22285 mounted on Edo 2440 floats. This 1951 classic airplane was obtained by Henry and his partner, Ralph Binger, Superior, Wisconsin on a Civil Air Patrol auction some five years ago. Their successful bid yielded a Cessna L-19 "Bird Dog" complete with bomb racks on the wings and gun controls on the stick. After removal of all such extra hardware, the plane was relicensed as a civilian mode1305A. The engine is a 213hp Continental 0-470 driving a fixed pitch McCauley prop of 90 inches length and 47 inches pitch. With an empty weight of 1502 pounds, the performance is quite spectacular. Harry and Ralph mounted Fluidyne hydraulic wheel skis on the Cessna and have made several moose hunting trips into Canada. On occasion, the plane has hauled both pilot and moose from the frozen surface of a lake, some as short as one half mile! In 1979, the partners decided to add floats to the Cessna so they flew it up to Ely , Minnesota where Wiley Hautala installed a set of Edo 2440 floats. (All L-19s were built with rear float fittings installed.) The floats weigh 342 pounds but still allow a respectable useful load of nearly 1200 pounds. (Seaplane gross weight is 2800 pounds.) With a fuel capacity of 42 gallons, the range is approximately four hours of normal cruise at 100 mph. Henry reports they have a folding boat and small outboard that can be packed in the airplane for wilderness fishing trips. Several trips are made each summer into the north country , often with the children, Shane and Heather along. The spectacular performance of this plane is probably best illustrated by the take off distances listed in the Army manual. On wheels - 355 feet! On floats - 590 feet! We look forward to seeing this Cessna next year at the seaplane fly-in . It may be sporting a new paint job by then according to Henry. He and Ralph feel they have a real winner in this combination . •

B. Holmes. Clarkson N. Potter, Publishers ($27.95) This is a fine detailed bo'ok on the history of the air mail service over a period of almost 200 years. Possibly it will appeal mostly to those senior citizens who had some personal contact with the pioneering pilots in the 1920s and 1930s. In the case of this reviewer his interest in aviation was born in the 1920s when as a young lad he often wheedled transportation from his home to Hadley Field in New Brunswick, New Jersey just seven miles away. In those days Hadley Field was the eastern ter~inus of the air mail service. The sight of those magnIficent DH-4s was an experience ~hat generated a love for aviation that remains to this day. This book is profusely illustrated with historic photographs of the pilots and aircraft .that were ~sed i~ the United States and in foreign countnes for the aIr mall service. A large portion of the illustrations are reproduc tions of air mail stamps and commemorative envelopes that were flown on these pioneering flights. The author, Donald B. Holmes, is an ardent aero-philatelic and he has assembled a magnificent collection of these stamps and commemorative envelopes. Did you know that the first air mail flight ever, took place in 1793 when President George Washington handed a letter to balloonist, Jean-Pierre Blanchard, who took off from a Philadelphia prison yard and landed 45 minutes later in Woodbury, New Jersey? Or that the first autho rized air mail flight in U.S. history occurred on September 23 1911 when Earle L. Ovington flew his Dragonfly air pl~e from Garden City to Mineola, Long Island, a dis tance of three miles? It wasn't until May 15, 1918 that the first regular air mail service was started in this country with scheduled flights between New York and Washington using World War I Curtiss Jennies. Air Mail continues with its account of the development of the air mail service under the Post Office Department, then the transfer to private contractors in the mid 1920s, and the cancellation of the contracts in 1934 with the abortive effort by the U.S. Army to fly the mails and finally the return to private contractors who still fly the routes today. In creating 'the air mail service the government laid the groundwork for the commercial ai.r t~anspo~a.ti.on system we now enjoy. Air fields, naVIgatIOn facIlItIes and the establishment of routes all had to be developed before air commerce could take the next big step of carry ing passengers. The cost was great in human lives during the pioneering years but like all human endeavors there were always those dedicated men who took the risks because of the ideals they cherished. For those who have an aviation library this book will be an invaluable addition with its historic photo graphs and a fine text that contains many i~teresting anecdotes that dramatically show what an Important role the air mail played in the development of all phases of aviation. David H . Scott

•

VINTAGE AIRPLANE 9

Myra & John Dunn.

OSHKOSH NEVER LETS US DOWN

(Photos by the author)

By Lois K elch (EAA 3567A, Ale 700A) 7018 W. B onniwell R oad Mequon, WI 53092

Oshkosh '82 is over now, but for the hundreds of thousands of people attending, it will never be forgotten. When describing the Convention to some of those who weren't there, the words can't come out fast enough to explain the vastness of it, the excitement, the history, the friendships, the safety, etc. How can you expect someone to visually imagine approximately 14,000 air足 planes in one place at one time? The Convention covers ALL aviation, from the earliest pusher-type planes through the Classics, Homebuilts, Warbirds and the newest Ultralights, not to mention a wonderful salute to NASA. Of course, the Division dearest to our hearts is the Antique /Classic Division. That's where we see all those beautiful planes arriving, one after another, seemingly so proud , waiting to be viewed and admired by the tremendous number of interested people. As usual the Red Barn Headquarters was a busy and popular place, where people congregated, visited, volunteered, and rested their weary feet before setting out again to "walk the aisles." Now and again the heat would get to you, but what's a little heat and humidity when you're having such a good time? One damper on the Convention was two nights of drenching rain, but when the sun came out during the day, all the problems of the night before had been efficiently handled, some campers were relocated, and everything went on as usual. Two of our loyal members, once again, were responsible 10 OCTOBER 1982

for donating $438.00 to our Antique /Classic Division. The money was raised by selling chances on two queen size blankets using material with antique airplanes on it, made by Irene Gomoll. and chances sold to one and all by Stan Gomoll. Irene must have spent many . many hours quilting and sewing the beautiful blankets. and the Division thanks them for their contribution. I had the pleasure of helping in the EAA Aviation Foundation Capital Campaign pavilion where the John Denver movie "Wings on Dreams" was shown many times daily . After each movie presentation, the audience, possible donors, were advised by volunteers of different levels of donation over a period of five years, or a pledge for an amount of their choice. I would like to mention these levels here for those of you who are not familiar with them. Key Level - $125. Pledging $25 per year for five years and receiving a bronze key holder with your EAA number engraved on it. Medal Level - $250. Pledging $50 per year for five years and receiving a unique bronze desk sculpture with your EAA number engraved on it. Wall Level - $500. Pledging $100 per year for five years and receiving hislher (or both) name and EAA number permanently affixed to one of the bricks that comprise the Members' Wall at the new Aviation Center. A numbered key tag will also be given with your EAA number, as a memento. While on duty as a volunteer, I had the great pleasure of explaining the levels to donors, or potential donors, and the peoples' willingness to be a part of this wonderful Tribute to Aviation was truly exciting. The Convention is made possible only by the en足 thusiasm of individuals with the same interest - SPORT FLYING - and following are interviews with some of them who were happy to share their hobby with us.

Myra and John Dunn (EAA 124589, AlC 3905) P.O. Box 93 Crawfordsville, IN 47933 1949 Ryan Navion, N4825K, E225-9 Engine

Myra owns and does most of the flying of the beautiful Navion and proud husband John is the first one to let you know it. They met at an airport where she was fun flying and he was waiting for a commercial flight. He was impressed with her enough to return to the airport and look her up and she started giving him rides. He found himself being her pupil and soon got his licenses (pilot and marriage). They love the old airplanes and especially the Navions. They bought 4825K four years ago, barely flyable , but intended to fly it "as is," since they were already restoring a Navion and wanted one to fly while the other one was being completed. Admittedly, 25K was a greasy, oily airplane with paint ranking somewhere below poor. It had a 225 with constant speed prop and tip tanks but practically no radio equipment. One thing led to another, the first being the installation of a zero time E225 engine, and while the engine was pulled, they decided to strip and polish the firewall . This made the inside of the tub and

George LeMay (EAA 11255, AlC 3399) 5003 Bulyea Road Calgary, Alberta Canada T2L 2H7 1944 De Havilland Rapide DH89A, C-FAYE

George purchased this plane in Coventry, England in 1976 and ferried it 6,050 nautical miles to Canada in 61 V2 hours. For refueling he had four 55 gallon drums of gas in the cabin hooked up to the standard tanks (38 gallons in each standard tank) and he could fly for 14 hours. He also rigged a way to supply oil to the engines. On the trip with him were George and Alf Bicknell. They ran into bad weather in Greenland and had to go around the top. Needing extra fuel they added another 55 gallons to their supply. The engines are Gipsy Queen Ills, 210hp, inverted 6s. They experienced 35 knot head足 winds, at which time their ground speed was only 65 mph.

George Bicknell and George LeMay.

cowling look bad so they cleaned, stripped and painted it. Ready to fly for fun now? Not quite. They decided to go through the accessories since they didn't complement the new engine. Then they added a rebuilt generator, a NYAB hydraulic pump, new starter, new T-drive, prop governor, vacuum pump, fuel pump and fuel injection. While everything was loose in the engine area, it proved an ideal time to replace the old original oil soaked firewall liner with a new insulated custom cover. Everyone knows a new liner needs a new interior, so they re-upholstered everything - seats, side panels, baggage compartment, and the headliner. Now the panel looked so bad they de足 cided to modernize it for IFR. At this point, they had a really decent, serviceable airplane and everything looked nice EXCEPT THE exterior. So they continued on and on until this beautiful, proud Navion emerged. Their hard work paid off and 4825K has won many trophies, including "Most Outstanding Navion of the Year in the U.s. and Canada," "National All-Out Speed Contest," "Grand Champion Total Point Accumulation" of the American Navion Society, and last but not least, a trophy at Oshkosh '82 , Class III 151hp and up. Myra and John will return home now and go back to work to their respective jobs so they can continue to support their hobby of flying and restoring the beautiful old Navions.

The normal airspeed is approximately 100 mph. The trip took 16 days. Once they arrived in Calgary they looked the plane over and started analyzing the extent of their restoration job. They decided to go down to bare bones and the job took three years of intense concentration to get it done. They installed all new plywood and covering. They did a thorough research job and had Hawker Siddeley in England send them all the manuals showing rigging, parts book, etc. The plane has a Certificate of Airworthiness in a private category. It cannot be commercial because of having only one pilot seat. This restoration involved the whole family, plus friends . His wife, Bonnie and daughter Debbie did all the ribstitching on the wings and his friend Ralph Fyten did all the plywood and wood repairs. Sons Norman and Leslie also helped with the project. When it came to sanding, everyone was drafted as it had 10 coats of dope and four of color. The results speak for their hard work and elbow grease. They used "Miami" blue on top and Bellanca white on the bottom. The trim is a maroon band along the center line. George did the interior himself. It has a white top headliner and ruby red sides. The very comfortable seats are fabric which are white and maroon. The plane seats eight plus one pilot. The registration number is C-FA YE which led them to name her "Lady Faye." It was a close call to get everything finished in time for Oshkosh. However, at the last minute, everything got done. To show how close it was, as George was putting on the wing-walk tape, they were loading their luggage aboard for the trip to Oshkosh. The trip was smooth and exciting and very rewarding. The plane always had a crowd of admiring people around it. It won Grand Champion, Transport Aircraft at Oshkosh '82 , which thrilled the whole family. Lady Faye was also singled out for an award that Mrs. John Schildberg awarded in memory of her late husband. The award read "Best Antique Restored by a Family." The family was there to accept the beautiful plaque and if you look closely at the picture to the left, you'll see it proudly displayed in the window of the cockpit. VINTAGE AIRPLANE 11

Wrong Bros. Airforce.

"Wrong Bros. Airforce"

That name "Wrong Bros. Airforce" and the neat row of five airplanes with forest green military paint schemes caught my eye. I sought out the owner of one of the planes to clue me in on this club. I found Al Cornelius (EAA 100753, A IC 7366) , 63 E. Main St., Ashville, OH 43103 who was happy to oblige. (I hated to disturb him as he was stretched out under the wing in the shade and looked very comfortable.)

Tom Rench (EAA 27294, AlC 3006) 1601 Circlewood Drive Racine, WI 53402 1935 Staggerwing Beach , Model B17L, N14417, SIN 30

This airplane last flew in 1953, before it was sub足 stantially damaged in a fire in Kansas City. It was a sad looking basket case for quite a few years, and Tom bought it, as is - where is, in St. Louis in September 1969. The heat from the fire didn't affect the wings or engine as the firewall kept the fire away from the engine. However, the windshield, instrument panel, upholstery all burned, but the fuselage was in fairly good condition. A check on the hardness of the steel found the fire did not affect it. Mter carefully surveying the situation, Tom started his long and arduous job of putting everything back together again . He made all of the sheet metal parts, new cowlings, all new fairings around the wing struts, fairings around the tail, and new control cables. The fabric is all new with a paint scheme of black fuselage and galatea orange; the wings are galatea orange, and the tail pieces are orange and black with a scallop. The trim design is five parallel stripes on the fuselage with orange trim on the front of the cowling. this is the standard trim design used by Beech during that era. Tom used these particular colors because they were used by the Bureau of Air Commerce (predecessor of the FAA). He always liked those government planes. The interior headliner and seats are upholstered with tan leather per old factory photos. The landing gear cranks up and down by hand. The first electrical landing gears didn't come until about six months later. It takes 30 turns of the crank to get the wheels up or down. Evidently Tom has mastered the system because he frequently lands on our 1100 foot strip. 12 OCTOBER 1982

The Wrong Bros. Airforct' sta rted in 1977 in Co lumbu s. Ohio as the members of EAA Cha pter 443 \\'e re s itting a round onl' night laml'nting the fact that they co uldn't afford the "big iron" of the Confederate Air Force or the Warbirds, etc. They knew the Wright Bros. started the whole thing, so they decided to start their own club and call it "The Wrong Bros.," and that they would have "fly足 outs" instead of "fly-ins." Everyone is a Colonel. They now have 130 members, all kinds of planes, all types of people who just have a lot of fun. Twice a year they award their official hat called "Stupid Hat," and also offer the "Purple Hat Award" which passes around to the person who made the biggest goof of the year. AI Cornelius owns one of the Taylorcrafts that were at Oshko&h '82 which he bought two years ago at Oshkosh on a handshake deal. It consisted of parts of three airplanes and was a real basket case. He gathered up the pieces, hauled them home and got started almost immediately, setting up a workshop in his garage. Need I mention that the family cars stood outside in all the elements during this time? All social activitiy stopped and he forgot all about television. He devoted two years to this project. Evidently he has a very understanding wife because he's still married. The big day finally arrived when everything was ready to test and he watched a friend test fly the plane on June 6, 1982. Mter a slight mag adjustment, everything was perfect. His trip to Oshkosh in his own plane was smooth, leaving home at 6:15 a.m. and arriving at 5:00 p.m. AI has been coming to Oshkosh for nine years. Wonder what he'll do in his spare time now?

Currently this is the oldest flying Beechcraft. He knows of three others with lower serial numbers that are now under restoration . This airplane is quite a bit different in many respects than most of the Staggerwings flying today. It is difficult to make a good three point landing because it sits up higher on the landing gear 足 it can be done but not consistently. It is 'really difficult in a crosswind; it doesn't respond as it runs out of rudder control. This was corrected in later models with a larger fin and longer fuselage. Cruising speed is an economical 140 mph. Even though it has one-half the horsepower than later models, the take-off and climb performance is

Tom Rench.

very satisfactory. The pilot workload is quite high because you're busy flying all the time. It evidently doesn't bother Tom though because he flies regularly and enjoys every minute of it. Like so many other restores, once one restoration

job is finished, they immediately start another one. Tom is currently restoring a 1934 SR-5 Stinson Reliant straight-wing. He also previously restored a Luscombe and a Stinson Gullwing. Keep 'em flying, Tom. We need fellows like you.

Thomas J. Palmer (EAA 122795, 2900 Pickerington Rd., NW Carroll, OH 43112 1946 J-3 Cub, N6170H, Continental 65

This beautiful Cub has been in Tom's family since 1962. It was first owned by his brother and he bought in in 1969. In 1976 he stripped it down to bare bones and started a complete restoration job which ended up taking three years. This was all new to him and he worked painstakingly every step of the way. He also drafted the services of his wife and son, and fellow members ofEAA Chapter 443 helped him with last minute rigging and assembly. The plane was first test flown on July 22, 1982 with Oshkosh as his goal. He made it! He flew to Oshkosh with a group of 12 from Ohio. He was always the first to take off and the last to land, cruising along at a walloping 70 mph. He is also one of the Colonels in the Wrong Bros. Air足 force. Tom's painstaking work paid off at Oshkosh '82 as he was awarded the trophy for Best Class I (0-80hp). Congratulations! Thomas Palmer's J-3 CUb.

Norman E. Cotton (EAA 188915) Coast Route 1, Palo Colorado Canyon Carmel, CA 93921

of cross country flying alone. Once he accomplishes that, I'm sure he'll be a seasoned and confident pilot.

1946 Cessna 140, N72803

The West Coast Cessna 120 / 140 Club was well represented at Oshkosh this year as a group of them flew in all the way from California. They had two groups 足 one leaving at 8 a.m. and the others at 10:00 a.m. They made the trip in three days, experiencing many adverse weather conditions, including thunderstorms, strong crosswinds, etc. They lined up together in the Classic Camping IParking area and had a fun time all week. I came upon Norman Cotton writing a letter at his plane one day and asked him about his Cessna 140. He had always wanted to learn to fly, but earning a living kept getting in his way. He bought the plane four years ago, before he had his pilot license and then learned to fly in it. He soloed after only 6\-2 hours. He flew the plane for two years and then had the engine rebuilt, the fabric wings re-covered and the metal fuselage restored. He greatly enjoys flying by the "seat of his pants." The West Coast 120 /140 Club is very active and all their fly-ins are well attended. Since he is a rather recent pilot, he was glad to be able to join the group coming to Oshkosh. However, they were going their separate ways on the way home and he would be put to the test

Norman E. CoHon. VINTAGE AIRPLANE 13

Koewler "Dutch" Brafford (EAA 70116, AlC 241) 735 Weadock Street Lima, OH 45804 1946 Cessna 140, N89728

Dutch has owned this beautiful airplane for 33 years and has kept it "factory perfect" ever since. As a young boy, he would sit by the hour at Lunken Airport and watch the planes fly and his dream was to become a pilot. He soloed shortly after WWII and bought this plane in 1949 for $1,350.00. It has been a part of his life ever since. He owns his own auto mechanic business so has no problem keeping his own engine going. Dutch never mentioned this to me during our inter view but I found out later that he is one of the "unsung heroes" of Oshkosh who volunteers most of his time and helps out from early morning until late at night, helping to park airplanes as they arrive. It takes a lot of people like Dutch to make Oshkosh the great event it is. This was his 12th year attending and he'll be back next year - you can bet on it. "Dutch" Brafford.

Glenn Pray (EAA 79029) 22806 E. 78th Street Broken Arrow, OK 74012 1935 Kinner B·2 Sportwing NC14927, SIN 148

There is only one B-2 Sportwing flying and Oshkosh had it! There were only eight built and Glenn states it still looks and flies just as it did when it came out of the factory. It truly is a sport plane - a low wing with side by side seating for two and looks like all it wants to do is fly. Back in the '30s when this plane was new, it caught the attention of all the celebrities and dashing sportsmen of the day - I can just picture them wearing plus fours, argyle socks and a cap - a perfect outfit for this Sportwing plane. Glenn learned to fly in a J-3 Cub in 1947 after serving in the Marine Corps, but then he didn't fly again for 25 years. He saw some "older" people enjoying flying, so at age 45 he took it up again. It all came back to him just like riding a bicycle. He soloed in a Luscombe, then had fun in an EAA biplane, and has been flying ever since, strictly for fun. Before he began flying again, he was in the business of manufacturing replicas of the beautiful luxury cars such as Duesenbergs, Auburns and Cords. He was quite a collector of these classic automobiles and now he is a collector of airplanes! Welcome to the club, Glenn!

Glenn Pray.

SEE YOU AT OSHKOSH '83

14 OCTOBER 1982

•

Totally rebuilt Pacer poses for a picture on a cool December morning. Note booster wing tips and very delicate paint job. This picture makes the eight year project worthwhile.

EIGHTYEAH

THE STORY OF A PACER'S RESTORATION By Vernon H. Sudbeck

(EAA 58247)

Rt. 2, Box 132

Hartington, NE 68739

On a cold December morning in 1972, I flew my BC-12 Taylorcraft up to Timber Lake, South Dakota at the request of my son-in-law's father, George Vander Mark. He had tipped me off on a 1950 Piper Pacer that had been blown over on its back by strong winds in October and was still laying on its back when I arrived. Trying to estimate the damage revealed the wing ribs were extensively bent - they later told me why. It seems the school kids had been out walking on the wings! The tail section suffered considerable damage as the ropes had remained tied to the tail as the wind flipped the airplane. The left upper tube going down below the left front wing spar fitting was broken in two, cracking the windshield and denting the nose bowl and top cowling. Surprisingly, the 74x54 prop was undamaged. I decided to buy the Pacer if the price was right, especially after George volunteered to haul it down to my place, 350 miles away. I then talked to the owner, James Keseling (later to become a Senator from South Dakota) and offered him $100 more than his last bid. I got the Pacer . a pair of A2000 skis and a repa irable bent prop. The next day we succeeded in getting the plane off its back without additi ona l damage using a tractor loade r.

Author, Vernon Sudbeck, poses beside his BC-12 Taylorcraft. It is easy to see that he is an EAAer all the way!

a fuel truck, a lot of rope and four men. Once on the wheels, we took off the wings and prop and loaded the whole works on George's grain truck for delivery to my place in Nebraska. I remember it was another one of those sub-zero days in January when I pulled the fabric from the wings and tail feathers to see the extent of the internal damage, and believe me, it didn't look good. Three of the four spars had a slight twist in them and many ribs were bent. In the months ahead, I bought various items such as rib splicing kits, good used ribs and a J-3 Cub fin and horizontal stabilizer and elevator. I straightened and cut off the counterbalance from the Pacer elevator with a hack saw and welded it on the J-3 elevator. It was now identical to the other good elevator. For the next five years I worked on the Pacer in a barn with a dirt floor, which meant if you dropped a screw, VINTAGE AI RPLANE 15

wife, Bonnie, Gene Townsend and Gene Parker, I would have given up, but now I was filled with determination. I don't mean to get off the story of the Pacer, but I feel an important factor in the decision to continue the rebuild was my EAA membership and the unique friend足 ship of two fellows living over 2000 miles apart. It was the March 1971 issue of SPORT AVIATION which contained an article entitled "The Classic Airplane" by Gene Parker of Medford, Oregon. The story dealt with Gene's restoration of his Taylorcraft BC-12 and I had just completed restoring the wings and tail section of my Taylorcraft after suffering windstorm damage . I was looking for a good T-Craft paint scheme and I really liked Gene Parker's color picture in SPORT AVIATION. After contacting him and receiving his okay , I used his color scheme on my T-Craft. In 1973, Gene stopped in at my place enroute to Oshkosh so the two of us flew our planes with identical paint schemes to Oshkosh. At the EAA Convention, Gene Townsend of Decatur, Illinois recognized the paint scheme as the same one in SPORT A VIATION and our meeting was the beginning Piper Pacer N7660K after retrieval from South Dakota. Note broken down tube in left corner with dented cowl. Grandson Jeff is my big helper.

it was good-bye. Conditions were not good - poor light, no heat in the winter which was when I had the most time to work as my occupation is farming. The most dis足 couraging part of working in the old barn was the thought of cleaning all the dirt and dust off everything before I started. I'll never forget one morning in March , I went over to do my chores and found 26 head of cattle in my barn, walking on and around my Pacer! (The big rolling door had been blown off by high winds the night before.) I don't need to tell you the damage that 26 head of cattle can do to an airplane - especially if they spent most of the night with it! A very sad and depressing sight indeed, including the two aluminum gas tanks. I felt like sitting down and having a good cry. Filled with despair, I had to make a decision: either sell the Pacer or get with it! For two years I pondered. I realized I couldn't sell it as is because I would lose too much. So I moved-it from the barn to a 40' x 72' machine shed I had built in the intervening two years. Without moral support from my My wife Bonnie and daughter Karen sanding tapes on the control surfaces. They became adept at such work!

Pacer fuselage with new cover and wide gear installed. Cowling has been stripped and ready for painting. Very neat headliner installation is visible. 16 OCTOBER 1982

of a new friendship . While at Oshkosh, I talked to a fellow selling used airplane parts who said he had a '57 Tri足 pacer he was salvaging out and he mentioned he had two gas tanks , wings, struts and instruments! That fall, my wife and I headed for a weekend in Chicago pulling a snowmobile trailer behind the car to pick up the Tripacer parts. When we arrived, the man explained he didn't have the gas tanks out of the damaged wings nor the instrument panel out of the fuselage. Rather than take the time to remove the tanks and panel , he just gave me the damaged wings and fuselage to go along with the things I bought! Along with three wing struts, I had quite a deal. Returning from the Chicago trip, I ordered a new Alpha 200B radio and a new wide landing gear from Univair. I then moved the Pacer from the barn to the new steel machine shed with a cement floor. With im足 proved working conditions, I repaired wing ribs and straighten ed spars. After assembling the wings, I finished installing McAllen Texas boostez: wing tips and Grimes strobe lights.

Remembering that airplane gas tanks should be pressure tested , I took both tanks to a radiator shop in Hartington. In the testing process, they put too much pressure in one tank and it promptly bulged out! Believe me, I was having a time keeping two serviceable gas tanks. An order to Omak, Washington finally obtained another suitable tank. With the Pacer now in the new machine shed , Gene Townsend and I stripped down the fuselage to bare tubing and sandblasted it. I worked quite some time on cutting out the broken tube going down below the left front wing spar fitting, replacing it with new tubing and rosette welding a smaller tube inside, making it stronger than the original. The welding was all done by an A & P mechanic with an IA rating. After carefully checking for rust throughout the fuselage, we gave it two coats of white epoxy paint. Having had no previous experience in covering a fuselage , I was able to enlist the help of Gene Townsend who has done a great deal of restoration work. He also suggested several improvements which we incorporated Fuselage masked off from painting of the trim stripe. This . requires a great deal of work and very little paint!

After eight long years of ownership, I fired up the 125hp Lycoming engine and gave the new-looking Pacer a thorough ground testing, doing some high speed taxi work in a half-mile-long alfalfa field which joins my 1200 foot landing strip. I had never flown a Pacer before so I needed all the room I could get! I did several short lift offs and landings to get the feel of the plane. Finally, I applied full power - it was unbelievable how the Pacer would climb - reaching for the sky like it was making up for lost time. As I cruised over the local area checking instruments, I noticed how quiet the inside of the cabin was. All of the insulating we had done really paid off. After several landings over a 30 minute period, I discovered the 1380 shock cord on the landing gear was too weak. By adding another 1080 cord, the situation was corrected. One of the brake bladders was leaking so I installed another one . .. which also leaked . .. the third bladder appeared to be okay. I realized by then a new bladder might have been a better solution but they are so expensive. The original Goodrich bladder type brakes Nicely done instrument panel is faced with a pretty wood grain. Alpha 200 radio is in 路the center panel with fuse bar along lower left side. Note sound proofing around fuel valve on left side.

into the rebuild. We replaced the big floppy door latches with a very compact sliding door latch and a key lock in the right hand door. Gene installed a removable aluminum door in the back of the baggage compartment giving access to the tail end of the fuselage . He also installed a breaker and fuse installation putting a 25 amp breaker on the master switch - something the original did not have. The entire next year was spent covering the various pieces with fabric and doping the cloth using a slightly altered process than Stits Poly Fiber. Following Gene Parker's advice, I used two coats of Poly Brush and no Poly Spray, opting instead to use butyrate dope all the way through to color. Another idea Gene introduced to me was to sew the 66" width Stits fabric in a panel across the wing. As we glued the fabric on with Poly-Tak, we pulled more tension on the length of the wing. This kept the fabric from shrinking lower between each rib, giving the wing a more straight line appearance over the top of the wing. Gene credits the idea to an old friend , Jim Hamilton.

(Continued on Page 21)

Bonnie Sudbeck, Vern's wife, is shown between their two rebuilt planes, the BC-12 Taylorcraft and the Piper Pacer. Notice how nice the Pacer looks without the big numbers on the side of the fuselage. VINTAGE AIRPLANE 17

BORDEN'S AEROPLANE POSTERS FROM THE 1930'S Article Number 26, Poster Num ber 17, Series Number 2 By Lionel Salisbury (EAA 114523) Seven Harper Road Brampton, Ontario Canada L6W 2W3

THE STINSON JUNIOR COUPE

This is the twenty-sixth in our series of posters reproduced from originals issued in the early 1930s by the Borden Company and its predecessor, the Thompson Malted Milk Company. As the series has progressed in The VINTAGE AIRPLANE, I have examined each poster with a careful eye and made comment about those facets of each that drew my attention. It was only as I looked at this particular poster, that it occurred to me how much the photographic and printing arts have advanced in the interval of almost fIfty years. I would expect that many of the photos reproduced here were taken with box cameras that had a minimum of adjustment available, and that gave only adequate detail. What the photo did not provide was compensated for by the photo editor who outlined the details in the photo with either a black-liner or a white-liner. Take a careful look at the wings of the Stinson Junior Coupe and you will see the results of his handiwork. Only 18 OCTOBER 1982

those with a steady hand made it in the fIeld of endeavor. Printing arts were not near today's standards either. I would expect that these pictures were reproduced on a fIber-composition mat which was then fIlled with lead to make a metal negative plate, from which the poster was printed. The wording would have been done on a 'Linotype' which cast the letters in metal. Because we are reducing the picture photographically for use in The VINTAGE AIRPLANE, from the original size of 19" x 11" to approximately 7" x 4", and because the offset printing used in this magazine gives a better quality, the posters reproduced here actually look better than the originals! This poster is supplied from the collection of Mr. Marion McClure of Bloomington, Illinois, who collected them in 1933 and 1934. The line drawing this time is not a three-view as was the case with most. The notes describing this month's poster aircraft are taken from the back of the poster.

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Description of Stinson Junior Coupe

SPECIFICATIONS: Span, 42 feet, one inch. Length overall, 28 feet., 11 inches. Height overall, 8 feet, 9 inches. Wing area (including ailerons), 234 square feet. Motor, Lycoming R-680, 215hp at 2100 rpm. Power load ing, 15.2 lbs. per horspower. Wing loading, 13.9 lbs. per square foot. Weight empty, 2,160 lbs. Gross weight, 3,265 lbs. Dihedral, 1~ degrees. PERFORMANCE: High speed, 125 mph. Cruising speed, 105 mph. Rate of climb at sea level, 625 feet per minute. Service ceiling, 13,500 feet. Radius, 400 miles. Gasoline capacity, 50 gallons. Oil capacity, 5 gallons. STRUCTURE: The fuselage is chrome-molybdenum and aircraft steel tubing acetylene welded, faired to form with spruce strips and fabric covered. This fabric is "doped" with a ten coat process to secure a lasting, high lustre finish. Tail surfaces are aircraft steel tube type externally braced and fabric covered. The wings have solid spruce spars with nickel steel drag wires and aircraft steel drag tubes and are fabric covered. The wing mounting is the high wing monoplane type with external brace struts having an airfoil section to secure additional lift. Air foil section of the main wing is Clark "Y". Landing gear

is of heat-treated chrome-molybdenum steel tubing equipped with low pressure semi-balloon tires and hydraulic shock absorbers. The gear is of the split type eliminating any cross axle. Tail wheel is equipped with a low pressure tire and has full 360 degree caster. STANDARD EQUIPMENT: Hamilton Standard adjustable metal propeller. Eclipse automobile type electric starter. Self-energizing type brakes. Dual controls. Shatter-proof glass in all windows. 12-volt aircraft storage battery. Adjustable pilot seats. Dual magneto ignition. Standard pioneer flying instruments: Compass, flush type (may be compensated while in flight), tachometer, air speed. altimeter and oil pressure and oil temperature gauges. SPECIAL EQUIPMENT: S-D speed ring, rate of climb and bank and turn indicators, wheel fenders or stream line pants with oleo faring. Special cabin fittings: side lights, ash receivers, assist cords, heater and ventilator of new approved type, arm rests, spring-type cushions, special automobile type window regulator handles and door handles.

NEXT MONTH - THE B/J ARMY PURSUIT PLANE • Carries Machine Gunner In Rear Cockpit• • VINTAGE AIRPlANE 19

This section of The VINTAGE AIRPLANE is dedicated to members and their aircraft projects. We welcome photos along with descriptions, and the projects can be either completed or underway. Send material to the editor at the address shown on page 3 of this issue.

Vintage photo of Waco JWM with Wright J-6-9 of 330 hp being restored by Dean Montgomery, Corsicana, Texas.

Dear Gene, Here is a picture of my 1929 Waco JWM. This plane was used by Art Davis from 1931 to 1938. It has not

Dear Gene, I recently completed a wing re-cover and general restoration of my Luscombe 8A. I've owned the airplane for 22 years, during which time my son, Dave, and I have worked the machine for a total of six pilot ratings. We both have a number of years of instructor and airline time in a wide variety of aircraft - still the Luscombe is special and unique in a way which is uncontested by any other machines we've flown during these years of job related or sport flying. We have provided her with better than average care, but gradually time took it's toll and she began to show her age. I waited for a suitable time to begin the restora tion but it never came. After three years of procrastina tion, the need for an Annual Inspection. and a wing cover that wouldn't "punch-test", all converged to tell me that the time had come. I began the project in July of 1981. I completed it in June of 1982. My original intent was to re-cover the wings. That modest goal was ultimately expanded into a total restoration, including: new Ceconite cover on wings; new paint (inside and out); new interior; new glass; new cables, electrical wiring, tailwheel spring, wheel covers (mains and tailwheel) , wheel bearings, throttle knob, pedal rubbers;· new floorboards, carpeting, baggage compart ment plus tires, battery and a multitude of miscellaneous 20 OCTOBER 1962

flown since 1938. Art had a forced landing and Shelby Hagberg bought it from him on the spot for $300! Shelby sold it to John Simpson of Norfolk, Nebraska in 1966. John partially restored it and then shoved it back into his barn in 1970 and '71. I bought it from him in October of 1981. All the metal and all the wood was in excellent condition with just the usual bird and rat nests in the leading edges. It had a Wright J-6-9 330hp on it originally but we are restoring it with a Wright R-975 E-3 of 440hp. We have all the covering done except the fuselage . We re placed the old rigid motor mount with a "T-6" mount for a little vibration proofing. The aircraft is being restored at my airport called the Flying "M" in Corsicana, Texas. When we are a little further along, I'll send you some more photos. Antiques forever, Dean Montgomery EAA 104505 A IC 4133 P. O. Box 1046

Corsicana, Texas 75710

items that were probable unnecessary -but where do you draw the line? Initially, I allowed three months for the entire project. This was my first attempt at wing re-covering and my first aluminum polishing project. (The aluminum was heavily oxidized when I purchased the plane 22 years ago and had never been polished since new - 36 years!) I missed my time estimate by approximately 350% , which I've since been told is about average for a first timer. I won't even comment on my cost over-runs! My greatest satisfaction has come from knowing that the little bird is no longer the most neglected member of my family. It is very gratifying to have strangers admire her and express an awareness of what a fine little machine she really is. Enclosed are a few pictures of the finished project. Jay Mundy (EAA 132015, A IC 4125) 6234 North 13th Place • Phoenix, AZ 85014

THE EIGHT YEAR RESTORATION . .. (Continued from Page 17)

need improvement as they will not hold the plane for a static run-up even though my brake pucks are brand new. One thing I have found , even though I have spent many hours getting the Pacer to fly properly, is that is takes a certain time to get the bugs out. The nose bowl shifted to the right making it rub on the left oil radiator line. The fuel sediment bowl leaked past the gasket and also had a crack in a fitting (under the front seat!). I replaced the wiring harness from both mags and a bit later, one wire in the new harness was bad! The VOR on the new Alpha 200B radio refused to work. A rebuilt directional gyro replaced the old unserviceable one. The Pacer engine is a Lycoming 0-290 of 125hp. Numerous eyebrows went up when I said I was not going to touch the engine even though it had almost 500 hours since major and had been sitting for eight years with three gallons of oil in it. I carefully rinsed the engine on the inside and used a non-detergent 30 weight oil for the first five hours. After three hours of running, I added a pint of oil additive cleaner. This must have done the job because when I dropped the oil after several more hours, both oil screens came out clean with no carbon pieces. I have listened to much talk about which is the best performing propeller for a Pacer with 125hp. Here are the results with my Pacer using three different prop pitches: 74 x 52 Static RPM 2400 TAGS - 113 mph @ 2350 74 x 54 Static RPM 2400 TAGS - 120 mph @ 2350 74 x 56 Static RPM 2310 TAGS - 127 mph @ 2350 A fuel consumption check at low altitudes runs 5.5 to 5.75 gallons per hour at 2300 rpm. Even though the Pacer is short and stubby, it takes off quickly with minimum swerving back and forth. The new eight-inch Maule tail wheel is very effective for directional control, especially on grass. When heavily loaded, it is wise to watch it closely, because anyone can lose a tail dragger if you are not one step ahead of your plane's intentions at all times. I am unable to say for sure if the booster wing tips add to the cruise speed but I do feel I can land slower and take off sooner than other Pacers. Alone, I take off at 60 mph and hind at 55 with full flaps. The booster tips make crosswind landings a breeze. The Pacer climbs very well and after leveling off, will cruise up to 130 mph, even with a full load. The movable stabilizer trim is very effective and is easily adjusted for take-off, landing or cruise. Even though the Pacer is now my pride and joy, there have been many people involved in its completion. As I look at this beautiful bird, I can recall the bad and good memories connected with the eight year project. I am especially grateful to my wife, Bonnie, for all h er sacrifices including the many lonely winter nights she spent alone while I worked on the Pacer. ·I don't think our wives get enough recognition on projects such as these. Even though some wives don't help 100% of the time doesn't mean they are not enduring some kind of sacrifice . . . Bonnie surely did. I am also thankful to the two "Gene's" - Parker and Townsend - for their many ideas and contributions to the Pacer project. Without some of their ideas, the Pacer would not have the "look" it has today. I guess it all started at Oshkosh '73 with the EAA and SPORT AVIA TION magazine. Others involved were Roman Keeter, Don Thies , Tom Russel , Harold Witherby and my daughter, Karen. I am truly grateful for their consistent help. They were there when I needed them! Now my future intentions are to take in as many fly-ins as I can and spread her wings over as much country as possible . •

LETTERS TO THE EDITOR

Dear Mr. Poberezny: I own a 1958 Super Aero 45 and am interested in selling it. Here are details of this aircraft: SIN 05-006 Engines - Walter Minor 4-111 series Propellers - Motorlet V 401-4E Total hours flown - 420.20 Prop time - X The aircraft was corrosion-proofed in the factory but there is surface corrosion in small areas which will be easily removed when the aircraft is stripped. The only parts missing are the dash board, instrument panel and rear seat. This aircraft stood since 1969 in Pietersburg in the Transvaal , which has a dry climate. The last service (annual) was on 6 /2 /69 in Pretoria. It was then flown to Pietersburg where it stood until I discovered it late last year and trailered it to Port Elizabeth. Although I am a fully qualified A&P mechanic I do not have the time to bring it back to flying state and I am interested in selling it so as to buy a homebuilt aircraft kit. Your advice on the re-sale value would be greatly appreciated. Awaiting an answer in anticipation. Yours faithfully, S. D. Endemann (EAA 187271) 18 Nathan Road Broadwood 6065 Republic of South Africa •

THE JOURNAL OF THE EARLY AEROPLANE

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Jacket: Unlined Poplin jacket, features knit waist and cuffs. The gold and white braid trim on a Tan body emphasizes the colors proudly dis played in the Antique/Classic logo. Sizes : X-small thru X-large $28.95 ppd

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22 OCTOBER 1982

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CLASSIFIED ADS Vintage Ai rcraft Restoration. Reasonable Rates. Quality

work - Trophies to prove it. Certified A&P mechanic. Peter Docken, Decorah Flying Service, Decorah, IA 52101. 319 /382-8338. ACRO SPORT - Single place biplane capable of un limited aerobatics. 23 sheets of clear, easy to follow plans, includes nearly 100 isometrical drawings, photos and exploded views . Complete parts and materials list. Full size wing drawings. Plans plus 88 page Builder's Manual - $60.00. Info Pack - $4.00. Super Acro Sport Wing Drawing - $15.00. Send check or money order to: ACRO SPORT, I NC., Box 462, Hales Corners, WI 53130. 414/ 425-4860. ACRO II - The new 2-place aerobatic trainer and sport biplane. 20 pages of easy to follow, detailed plans. Com plete with isometric drawings, photos, exploded views. Plans - $85.00. Info Pack - $4 .00. Send check or money order to: ACRO SPORT, INC., P.O. Box 462 , Hales Cor ners, WI 53130.414/425-4860. POBER PIX IE - VW powered parasol - unlimited in low cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3V2 gph at cruise setting . 15 large instruction sheets. Plans - $45.00. Info Pack - $4.00. Send check or money order to: ACRO SPORT, I NC., Box 462, Hales Corners, WI 53130. 414/ 425-4860.

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VINTAGE AI RPLANE 23