VOYAGER NOW PUBLIC DOMAIN
by Bob Lickteig
On Friday November 20, 1987, just 11 months after its historical flight, the Voyager has become the newest attrac tion at the National Air and Space Museum in Washington, D.C. As we well remember from its two vis its to Oshkosh, the Voyager is a large aircraft, with a wing span of 110ft., about the same as a Boeing 727 air liner. Suspending this huge aircraft pre sented some problems as the gallery it was destined for is only 105 ft.wide . This required positioning the Voyager in a slight bank, which gives the viewer a sense that it is making a graceful turn inside the Independence Avenue en trance to the Museum. The Voyager is displayed without its winglets, as the record flight of 25,000 plus miles was made without them . The one on the right wing blew away on take off, and the pilots maneuvered the aircraft to cause the left winglet to tear away in flight. The Voyager was not a government or big business project. The Voyager was more like a typical EAA homebuilt project. EAA members were involved in contributing and soliciting money, parts, material and equipment from wherever they could to keep the project alive. This project was a dream and a challenge,
2 NOVEMBER 1987
and the only way to accomplish it was the EAA way - design, build, test, change, redo and make do. The total project did not cost $2 million like it might have had the government been involved. In fact, if the government had been involved, that amount probably would have been spent just to estimate what the cost would be. We of EAA have seen so much suc cessful work from Burt Rutan, the Voy ager's designer, that we knew structur ally the project was possible. I am sure most of us would admit that this pro posed flight was a long shot, though , when you consider the factors of weath er, fuel, mechanical failures and human fatigue. The master of long distance flights, Max Conrad, never considered an eight-day endurance flight of any kind. And that's not even considering the cramped quarters the Voyager crew had to endure - Max would never have had room to bring along his guitar. The flight of the Voyager was a per
fect example of courageous and daring people willing to test and gamble perhaps life itself for a chance to do something no one has done before. All EAA members should stand tall at this success for the part they played in it. The Voyager is now the second homebuilt aircraft on display at the Na tional Air and Space Museum. It joins Steve Wittman's Bonzo. Many stories, books and a motion picture have been written covering the Voyager odyssey. Now, the Voyager it self is on display in the center of U.S. aviation history. These are all fitting tri butes to the Voyager, its gallant crew, Dick Rutan and Jeana Yeager, and its designer Burt Rutan. The Voyager now belongs to the pub lic. In its proud position at the National Air and Space Museum, it will continue to inspire and thrill over 7 million visitors a year. We're better together. Welcome aboard, join us and you have it all. •
MARKETING & COMMUNICATIONS
CREATIVE ART DIRECTOR
JANUARY 1988. Vol. 16, No.1
Copyright "'1988 by the EAA Antique/Classic Division, Inc. All rights reserved .
George A. Hardie, Jr.
President R. J. Lickteig 1718 Lakewood Albert Lea, MN 56007 507/373-2922
Vice President M.C. "Kelly" Viets Rt. 2, Box 128 Lyndon , KS 66451
Secretary Ronald Fritz 15401 Sparta Avenue Kent City, MI49330 616/678-5012
Treasurer E.E. " Buck" Hilbert P.O. Box 145 Union,IL60180 815/923-4591
DIRECTORS John S. Copeland 9 Joanne Drive Westborough , MA01581 617/366-7245
Philip Coulson 28415 Springbrook Dr. Law1on , MI49065 616/624-6490
William A. Eickhoff 41515th Ave. , N.E. St. Petersburg, FL 33704 813/823-2339
Stan Gomoll 104290th Lane, NE
Minneapolis, MN 55434
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430
Espie M. Joyce, Jr. Box 468 Madison , NC 27025 919/427-0216
Arthur R. Morgan 3744 North 51st Blvd. Milwaukee, WI 53216 414/442-3631
Gene Morris 115C Steve Court, R. R. 2 Roanoke, TX 76262 817/491-9110
Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421 61 21571-0893
Nokomis, FL 34275
S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213
George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378
Contents 2 4 5 6 9 10 12 13 14 19 20 22 23 24 26 28 28 29
Straight and Level/by Bob Lickteig AlC News/by Norm Petersen Vintage Literature/by Dennis Parks Ed Wegner's Fairchild 24 by Norm Petersen Members' Projects/by Norm Petersen The Time Capsule/by Jack Cox Vintage Seaplanes/by Norm Petersen Type Club Activities/by Norm Petersen Harry & Sherry's Taylorcraft BC-12D by Harry Miltner Out of the Past ... In Photos by Ray L. Johnson Fly Out to Shawano/by Bob Lumley Interesting Members - Jay Vieaux by Bob Brauer Prop Tips Just Another Grass Landing Strip. __ Not Anymore/by Joyce Helser Welcome New Members Mystery Plane/by George A. Hardie, Jr. Letters to the Editor Vintage Trader
DIRECTOR EMERITUS S.J. Wittman
7200 S.E. 85th Lane
Ocala, FL 32672
ADVISORS Robert C. " Bob" Brauer 9345 S. Hoyne Chicago, IL 60620 3121779-2105
John A. Fogerty RR2, Box 70 Roberts, WI 54023 715/425-2455
Robert D. "Bob" Lumley N104 W20387 Willow Creek Road Colgate, WI 53017 414/255-6832
Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674
FRONT COVER ... Flying over the green Wisconsin countryside is Ed Wegner of Plymouth , WI in his award-winning Ranger-powered 1941 Fairchild 24 which employs a certified Beech electric propeller. For the full story on this custom restoration see page 6. (Carl Schuppel Photo) BACK COVER ... Keystone-Loening K-84 "Commuter." Introduced in 1929, NX9781 was the prototype 300 hp amphibian of which 40 were built. (EAA Photo Archives, Kurt Collection)
The words EAA, ULTRALIGHT, FLY WITH THE FIRST TEAM , SPORT AVIATION , and the logos of EXPERIMENTAL AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC . INTERNATIONAL AEROBATIC CLUB INC., WARBIRDS OF AMERICA INC .. are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. Material should be sent to: Editor, The VINTAGE AIRPLANE , Wittman Airfield , Oshkosh , WI 54903-3086. Phone : 414/426-4800 . The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division. Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield , Oshkosh. WI 54903足 3086. Second Class Postage paid at Oshkosh , WI 54901 and additional mailing offices . Membership rates for EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through our advertis足 ing. We invite constructive criticism and welcome any repOrt of inferior merchandise obtained through our advertising so that corrective measures can be taken. Postmaster: Send address changes to EAA Antique/Classic Division , Inc. , Wittman Airfield, Oshkosh , WI 54903-3086 . VINTAGE AIRPLANE 3
Compiled by Norm Petersen GENE CHASE RETIRES After 14-1 12 years at EAA Headquar ters in various capacities, including editor of The Vintage Airplane since De cember 1979, Gene Chase jumped on the retirement bandwagon as of . November 1, 1987. Not one to worry as to what he would be keeping busy with, Gene admitted he has many "projects" that need work, including his model shop in his home and two airplanes in his hangar - a 1933 Davis D-1-W and a 1935 Taylor E-2 "Cub." Gene came to work at EAA from a corporate pilot position at Standard Oil Company in Tulsa, Oklahoma where he had flown a Lockheed Lodestar for a number of years. In addition, Gene has maintained a CFI rating for over 40 years and plans on continuing dual in struction in the future. At present, he is busy checking out a new owner in his Cessna 195 powered with a 450 hp P&Wengine! Having the desire to fly since his early childhood, Gene has actively pursued aviation since entering the Naval Avia tion Cadet program during WW II. Addi tional military flight time was added as Gene flew in the Navy Reserve for a number of years, which included the changeover from propellers to jets. At present, Gene's logbook shows some 287 different types of aircraft over the years, a feat that puts him among a very select few. He has flown the gamut from ultralights to four-engine recips and jets. A member of the exclusive "Caterpil lar Club" by virtue of bailing out of a flaming airplane, Gene has one more take off than landing in his book. While flying a Grumman F3F-2 biplane fighter during Oshkosh '71, the nose of the airplane caught fire (a broken fuel line was suspect) and forced Gene and his passenger, 18-year-old Randy Beloff, to bailout over open country southwest of Oshkosh near Pickett, Wisconsin . Both parachutists landed safely, how ever, Gene was severely burned on his hands, arms and neck and spent con siderable time healing. The F3F-2 (which at one time was Leroy Grumman's personal airplane) slammed into the ground on the Clyde Brey farm and was demolished. Sur 4 JANUARY 1988
Gene Chase contemplates retirement on his last day at his EAA desk. These multi talented hands have flown more than 287 different types of airplanes and written ~merous airplane articles.
prisingly, the exact spot is easy to find as Clyde and Karen Brey report that to this very day every time they plow the ground, some additional silver grey and green fabric comes to the surface! Gene and his wife, Dorothy, donated their "Church Midwing" to the EAA Air Museum where it proudly hangs in the Racing Section along with some pretty fast company. They totally restored the tiny yellow and black racer when they lived in Tulsa and Gene flew it on numerous occasions. It is powered with a four-cylinder Heath Henderson en gine of approximately 26 hp. Gene's 150 lb. frame would just fit in the tiny cockpit. Luckily, Gene's other two airplanes, the Davis and Taylor Cub, are also black and yellow, so Gene has to inventory only two colors of paint. Perhaps it is called progress, how ever, we miss the happy smile that Gene would bring to EAA on a daily basis. His friendly attitude merely com plimented that exceptional "aircraft mind" that was our constant resource for information. A man of exceptional organizational ability, Gene grew with EAA and the Antique/Classic Division. As Senior Editor, he discharged his duties in a faithful manner over the many years, and the membership was the benefactor. A most happy retirement, Gene, and don't forget to drag out the flute and piccolo once in a while! Hans Lohman Rasmussen Roger Lorenzen, propeller maker of Heath Parasol fame, inquired of Bill Schlapman, another Heath Parasol owner, about his old friend Hans Ras mussen, who had worked with Roger at
the Heath factory in the early '30s. Hans had returned to his native Denmark in 1935 and Roger thought he might still be living in Odense, Denmark - up in his eighties! Bill Schlapman asked if I knew any Danes in Odense. It just happened that Carl Erik Gimbel (EAA 146080) of Holmstrupvej 9, 5250 Odense SV, Den mark not only lived there but was com ing to Oshkosh '87. Photo copies of pages 296A, 297 A and 298A of Volume I, The Golden Age of Air Racing,which tells the story of Hans Rasmussen and his "Skippy" racer were sent to Carl Erik with the words, "Try and locate this man." A check of the phone book revealed Hans Rasmussen lived only a short dis tance from Carl Erik and in no time he was located and gave Carl Erik the en tire story of his aviation activities in the U.S. Carl Erik brought greetings along to Oshkosh '87 where he met with Roger Lorenzen and gave him the full story on Hans Rasmussen , now 83 years old! Returning to Denmark after five full days at Oshkosh '87, Carl Erik Gimbel sat down and wrote the story of Hans Lohman Rasmussen and his "Skippy" racer for the Danish antique airplane magazine published by the KZ and Vet eranfly Klubben (EAA Chapter 655) . The story, along with pictures, was pub lished in this third quarter issue of the magazine and is very nicely done. It carefully explains how Hans Rasmus sen (who uses the name Lohman Ras mussen in Denmark for easier identifi cation) built not only the airframe for "Skippy," but the engine as well! (Continued on Page 23)
by Dennis Parks
The Post-War Emergence of the Lightplane "43 Private Planes Certified by CAA," Aviation News, February 26, 1945; "Lightplane Production Obstacles Loom Despite WPB's Go-Ahead ," Aviation News, May 21 , 1945; "Low-Price plane potentials," Aero Digest, July 1945 and similar articles were some of the harbin gers of the post-war boom expected for the lightplane industry. The "43 Private Planes" mentioned in the first articles not only reflected the return of private flying but also fore shadowed one of the problems with the expected boom- they were surplus mil itary aircraft. They included Ryan STs, Fairchild M-62s and Taylorcraft DCOs. They were among the 18,500 primary trainers and liaison types declared surplus in 1945, more than 80 percent of which were sold.
The predictions at this time period were for a very healthy market. In fact, today it is hard to believe that they were taken seriously. Victor Pero, chief of the Industry War Board, had estimated that 2,800,000 of the nation's families would in the next decade have enough pur chasing power to buy their own plane but that "Only 1,000,000 of them will hanker after private planes. " As reported in the March, 1946 issue of AERO DIGEST, "A recent survey by one of the leading popular magazines turned up 300,000 urban families in the higher income brackets who listed a plane as either their first or second pur chase contemplated ." Added to this estimate was the possi bility that rural families would wish to own their own planes, adding another 100,000 prospective buyers. That total of 400,000 matched other estimates of the time . That these expectations for the rural population remained high in the follow ing year was reflected in the Sep tember, 1946 article in AERO DIGEST, "Flying Farmers Will Account for 60% of the Lightplanes." The article provided coverage of the first annual convention of the National Flying Farmers Associa
tion held in Stillwater, Oklahoma. The 250 members attending the Con vention were told by Art Boreman, chairman of the CAA non-scheduled flight committee , "Farmers an~tBanch men of the United States are expected to purchase 60% of all the lightplanes produced during 1947-50. That means that flying farmers will be a constantly
growing influence in the development of ol,Jr civil aviation." The CAA in its report "Civil Aviation and the National Economy" had pre dicted that by 1955 the aircraft registra tion would reach 400,000 of which 320,000 would be for personal and bus iness use. The outlook looked good in early 1946. The March issue of AERO 01 GESTstated "A survey of editors of 132 publications, completed recently by the Associated Business Papers organiza tion , reveals that twenty-one manufac turers have a total of 53,000 orders on their books. " The aviation magazines were full of articles on lightplanes. The INDUS TRIAL ARTS INDEX for 1945 listed 85 articles on lightplanes and in 1946 110 were listed. During this same time is sues of FLYING and SKYWA YS magazines had as many as 16 pages of full-page ads for personal planes. Trying to reach a broader audience outside the aviation journals, Piper,
Beech and others were advertising to readers in BUSINESS WEEK, LIFE, and BETTER HOME AND GARDENS among others. The fall of 1945 saw the Type Certifi cation of the first of the new post-war lightplanes when the Aeronca 7AC Champion received Type number 759 on 18 October. By the end of 1946 18 more lightplanes would be certified . These included the Aeronca Chief, Globe Swift, Stinson Voyager, Cessna 120 and the Ercoupe.
These aircraft were well received in the various aviation magazines. From March 1945 to December 1946 light planes graced the covers of 46 issues of AIR FACTS, FL YING, and SKY WAYS. The first pilot report on the new planes appeared in the November 1945 issue of AIR FACTS. This flight test was of the Stinson Voyager. The first pilot report to appear in SKYWA YS was in February 1946 and the first for FL YING was in May 1946. These were both of the Stinson Voyager. From November, 1945 till December, 1946 these three magazines which ap pealed to the personal pilot carried out 31 flight tests on 20 different light planes. No plane besides the Voyager was covered in all three journals. Others covered in two of the three in cluded , the Aeronca Champion, Beech Bonanza, Cessna 140, Swift, Navion and the Piper Super Cruiser. Another indicator in the lightplane boom was the lAS (Institue for Aeronau
tical Sciences) National Light Aircraft Meeting held in Detroit during the sum mer of 1946. This two-day meeting at tended by over 200 aeronautical en gineers included papers by Grover Loening - "Noise Reduction"; Carl Doman, chief engineer of Aircooled Motors - "Simplified Design for En gines"; George Weitz of CAA - "Mainte nance Problems of the Personal Airplane"; and J. Gwinn of Convair, "The Effect of Center ot Gravity Move ment of Safety of Personal Aircraft" (Re member the Gwinn Aircar?) November 1946 probably saw the highwater mark of the lightplane boom with the holding of the first National Air craft Show in Cleveland. From the De cember 1946 issue of A VIA nON: "The one word 'Big' is the best single adjective to apply to the nation's first postwar National Aircraft Show, held in the huge wartime bomber plant at Cleveland Airport. "First, it was the biggest show in the industry's history from the standpoint of participation, with more than 155 exhibitors. "Second, it attracted the largest audi ence to ever view an indoor aircraft dis (Continued on Page 12) VINTAGE AIRPLANE 5
by Norm Petersen
(Transcribed from Gene Chase's Inter view with Ed Wegner at Oshkosh '87) Most airplane folks will agree that one of the outstanding authorities on Fair child aircraft is Ed Wegner of Plymouth, Wisconsin . His dedication to the mar que is known the world over and if you need an answer to a question about Fairchilds, Ed will most likely be able to provide the correct answer. Perhaps the term ,"walking encyclopedia" describes Ed better than any other. Ed, whose full name is Edward C. Wegner (EAA 33887, AlC 136), resides at 10 Stafford Street, Plymouth, WI 53073, has been heavily involved in an tique restorations for many, many years. His latest project is a 1941 Fair child 24W-41 A, NC28690, SI N W41 A 111 , which earned the Grand Champion Custom Antique award at EAA Oshkosh '87. The project began when Ed, along with his son Randy, bought a couple of
Intake side of the big 440 cu.in. Ranger engine with its hanging bed-type mount. Note Marvel-Schebler carb with attendant plumbing and remote oil tank on firewall. This is a very "sanitary" installation!
Cruising above the waters of Lake Winnebago, Ed Wegner's Fairchild 24 presents a pretty picture with its long nose and fully-faired landing gear. The paint scheme is very complimentary to the airplane. 6 JANUARY 1988
"24" airframes that had been Warner powered from the factory. Being partial to Ranger engines, (and an expert on the intricacies of same), Ed decided to convert the best airframe to Ranger in line power. He had a factory engine mount so the hunt for cowl pieces began. Success was partially achieved on a trip to New Jersey and Solberg Airport. (Ed Wegner's eyes beam with excitement when he describes walking through rooms adjacent to an old hangar with Ranger parts stacked from floor to ceiling, many in original cartons ! The collection, remaining after the elder Solberg had died, was one of the most mind-boggling experiences Ed had ever come across.) Using some new Solberg cowl blanks and making a new top cowl worked very nicely. A nosebowl from a PT-19 was modified to conform to the Beech elec tric propeller spinner. With this prop, the pilot can set the propeller for whatever
pitch he wants . Ed says this prop makes NC28690 the "goingest 24" he has ever owned, even better than the Aeromatic on his previous Fairchild 24, NC25323 - the red and cream Ranger-powered bird that had so many of us drooling for years! Ed's latest edition is covered with Stits Dacron, four coats of nitrate, four coats of butyrate - nontautening and six coats of nontautening silver, sanded periodically and then a final light sand ing . Ed says, "We used a non-sanding sealer over the silver to give better adhesion when we applied the Deltron paint, which is a pure urethane. We let it sit for about a week and then ultra fine sanded the fuselage, the cloth parts, and then buffed it to get away from some of the really high lustre that the enamel would have. This way it looks more like buffed butyrate." The instrument panel was built new, more or less in the configuration of the Fairchild panel, but the hump was elimi nated . It was used mainly for the old GE radio. Modern wiring and circuit break ers brought it up to a near IFR panel, although it's not certified as such. The panel was then wood-grained and a coat of clear urethane was applied to protect the wood grain. The result is a better appearing panel than the original. Leading edge landing lights were in stalled along with strobes on the wingtips for better visibility. A King KX 160 radio with VOR head along with a transponder (under the panel) are the necessary radio items for normal flying. The engine is a 200 hp Ranger that was purchased new in the crate! How ever, these military engines were built with too large of tolerances, so it was disassembled and totally rebuilt. New main bearings that are .010 under were installed and then the case was line bored for a perfect close fit on the
mains. The rods were bored out to the same dimensions as the mains roughly .002 to .003 instead of the .004 to .006 that the military had. Along with new guides and seals plus some modifi cations to the oil galley holes resulted in an engine that burns very little oil. Besides maintaining excellent cylin der head temperatures and good oil temperatures, the rebuilt engine has been running very well for the near forty hours it has accumulated to date. At 21 square, it uses about a pint of oil per hour, however, if it is run hard, about a quart per hour is normal consumption . Cruise speed at 21 square is 115 mph at a fuel burn of about 10 gallons per hour. Using the approved Marvel Sche bier carburetor instead of the original Stromberg gives much better perfor mance and uses about one gallon per hour less fuel. The idea of using a Beech electric propeller on a Fairchild 24 had been dancing through Ed Wegner's fertile mind for some time. He discovered that Beech had not only certified the prop on the early Model 35 "Bonanza" but also on the 200 hp Ranger as used in the Fairchild 24! Since many of the early "Bonanzas" have been converted from the Beech electric prop to the hydraulic Hartzell, the supply of Beech electric props just laying around is very good. Ed located a Beech prop and promptly put it in top condition . "It's a laminated wooden-bladed propeller with a little gear box run by an electric motor. It works just great on this engine/ airframe combination. The rate of climb increased by almost 200 ft .lminute over any other 24 that I had with an Aeroma tic, however, the cruise speed stayed about the same." How a pair of aluminum wheel pants could have withstood over 40 years of pounding and still be in letter perfect
With the Ranger engine turning the Beech electric prop at a good clip, the two exhaust pipes are devoid of any smoke or carbon - the sign of a very healthy engine. The fairing of the spinner into the modified nosebowl is especially well done.
The "master rebuilder" Ed Wegner with his familiar Fairchild hat stands by his pride and joy, NC28690. At a slim and trim 62, Ed looks in as good a shape as his airplane.
shape elicited the next answer from Ed. "Augie Wegner (EAA 85671, NC 7581) found them for me in Michigan. The airplane they had been on burned up in '49 or '50 and the wheelpants had been saved since then . They were brand new!" Ed Wegner explains the wood work on the airplane as such : "The wings are all new. The only thing we used over were the truss wires, all the fittings and the bellcranks. The ailerons, of course , and the elevator and rudder are a com bination of aluminum and steel so it was just a matter of cleaning them up. The stringers and formers on the fuselage plus new doors and door frames were built from new wood . All the sheet metal was replaced . I found a new firewall at Solberg's Airport in New Jersey. The horizontal tail was reskinned with new
Beautiful custom-built instrument panel is nearly identical to the original except for the missing "hump" where the com pass sits. Stick grips are custom made from walnut. Note Fairchild logo on left
side brake pedals.
VINTAGE AIRPLANE 7
The full interior is shown in this photo with the custom door panels and other fine pOints of Jeff Bell's work really looking good. Note crank down windows and passenger assist straps, a typical Fairchild trademark.
The most easily recognized feature of a Fairchild 24 is the outrigger landing gear with the beautifully faired wheelpants. Note the strict atten tion to detail and the close fit of the various pieces - a Wegner trademark. The aluminum casting on the cabin step is another Fairchild " Pegasus" logo. 8 JANUARY 1988
plywood along with the vertical fin ." The basic paint color is Porsche red which was chosen because it had the least amount of orange in it, so it would stand up well. The trim color is a dark Ford red with an orange separator stripe between the two. The exceptional quality of the paint scheme and its per fect detailing is a tribute to Ed Wegner and his son, Randy, who have been in the automotive body business for more years than Ed cares to remember. A very close look at the painting work manship on this Fairchild has sent many an antiquer walking away shaking his head in absolute wonderment muttering, "How do they do it so per fectly?" The material used on the upholstery is very close to the original that Fairchild used , although it is a modern type fabric which is flame retardant. The color and texture of the fabric is from an early Hudson Terraplane and closely matches the original. Ed did add a little more vinyl on the side door kick panels for better durability. The work was done by Jeff Bell of Sheboygan, Wisconsin , son of Charlie Bell (EAA 49475, AlC 7923), who had the Grand Champion Fairchild 24W at Oshkosh '83. Ed Wegner learned to fly at the age of 16 at the Kohler, Wisconsin Airport from Melvin Thompson . Ed was able to get a job as a line boy to help with ex penses. After receiving his Private
license, he signed up for the service • and went through the cadet program which included college training. "We were just into flying Stearmans when the war ended in '45 and they cut off our program ." With the military career over, Ed returned to Kohler airport and jumped into the surplus airplane joyride. "We bought six or seven PT-19s and PT-23s from Fayetteville, Arkansas and ferried them home, one at a time . That was really a fun time. I only wish I had known then what I know now! Many Antique/Classic Division mem bers will remember the 1975 Grand Champion Antique "American Eagle" which Ed had restored over a 4-1 /2 year period. Nicknamed "Tempus Fugit, " the silver-colored biplane was eventually sold to a museum in Athol, Idaho where it was destroyed in a hangar fire a year later. Other restorations by Ed Wegner have been more fortunate and are still flying today, including a Swift, an early Funk, a Waco DOC, a Waco VKS-7F, a Spartan C-3 biplane which Ed still flies and a Spartan Model 12, a low wing, all metal tri-gear airplane with a 500 hp P&W engine up front. It was a 450 hp (R-985) with a 12 to 1 blower system that boosted the horsepower to 500. Weighing over 3300 Ibs. empty, it needed the extra horsepower. As Ed says, "It was a well-designed, nice flying airplane. It just came out at the wrong period of time in 1946." After so many airplanes over such a long period of time, Ed feels he should sit back and take it a bit easy on the airplane work. "Let some of the younger ones take over," he says.
Tail surfaces of the Fairchild are spruce and plywood ahead of the hinge line and steel and fabric behind. Note the Fairchild logo on the fin and the beautiful job of rib-stitching on the rudder.
Telling Ed Wegner to stop rebuilding airplanes is like telling an old mailman
he shouldn't go for a walk! It's tough to do! •
MEMBER'S PROTECTS... u
by Norm Petersen , - - - - - - - - - - - - - - - - - - - - - - - - - - , Making its initial flight on October 11,1987 was "Turkey Red," a homebuilt, two-place biplane designed and built by Jim Soares (EAA 104408, AlC 2243) of 7093 Dry Creek Road, Belgrade, Montana 59714. With a steel tube fuselage and wood wings, "Turkey Red" is powered by a converted Model "A" Ford engine swinging an aluminum alloy propeller. Jim reports that October 11th was quite some day! "It felt like 1915 - everything in slow motion." Note the brass radiator which Jim built from scratch. •
Stinson Flying Station Wagon 108-3, SIN 108-3941, owned by 26 year-old Jon EckriclI (EAA 297550), 7623 Deansville Road, Mar shall, WI 53559. Both Jon's father and grandfather flew a 108-3 so it is only right that Jon continues with the tradition! Rebuilt in 1975, N1000M has some 500 hours on it now and is almost IFR certified. Jon reports the Stinson has a full complement of King radios in cluding a Loran-C receiver. VINTAGE AIRPLANE 9
The Time Capsule
Photographs are time capsules ... a fleeting instant frozen forever . . . preserved for future generations to use as a peephole to the past. The EAA Foundation has thousands of negatives that have been donated by photographers . .. or their estates . .. who attended great events of the 1930s like the Cleveland Air Races or simply haunted their local airports to photograph the airplanes passing through. These priceless peeks at aviation's Golden Age deserve to be seen . . . and we intend to present a few of them each month in this new feature. Any additional light readers can shed on any of the aircraft is welcomed. This month 's photos are from the Schrade Radtke Collection.
, Left. This brawny beast is R189M, the Seversky 2-PA-L, variously described as an "export fighter" and a "2-seat convoy fighter." Powered by a 1000 hp Wright GR-1830-G3 Cyclone, it was apparently a company prototype of many uses. As X189M, the airframe was previously the P&W R-1340 powered Model X-BT. Radtke Collection #869.
Harry Crosby's CR-4 racer being run up at the Cleveland Air Races, probably in 1938. All metal, it was about the absolute minimum airframe that could be built behind a Menasco C6S-4 Super Buccaneer. The fuselage was 21.5 ft. long but the highly tapered wings spanned just 16 feet. Quite innovative, the tiny bird had oil tanks in the leading edges of the wing, provision for dry ice cooling ... and the rough looking side cowl was a surface or skin type oil cooler. Engine and landing gear problems kept the airplane from reaching its full development. Its best finish was fourth in the 1939 Thompson Trophy race at 244.522 mph. Crosby died during World War II in the crash of an experiemental Northrop flying wing, the XP-79B Flying Ram. Radtke Collection #257.
This chubby little polliwog of an airplane is the Gwinn Aircar I .. . at the Cleveland Air Races in 1937. It was demonstrated there by Frank Hawks, who got a big kick out of taxiing by the grandstands tooting its automotive 2-toned horn at the crowd. The Aircar was a 2-control airplane designed to be flown by anyone who could drive a car. Many of the instruments were from a 1935 Oldsmobile. It had a tilt-up steering wheel to control the ailerons and elevator (there was no rudder - just a trim tab) and a foot pedal for the throttle. A brake and a " clutch" pedal on the floor completed the auto look. The Aircar was simply driven down a runway until, at 55 mph, the " clutch " was depressed to move the flaps to a high lift position - and the thing flew. It had limited up elevator and could not be stalled on take-off with full aft wheel. The airplane was certified for landing with full forward wheel! Frank Hawks' favorite ploy was to take his hand off the wheel and let it land itself. Unfortunately, Hawks and a passenger were killed when he hit unseen electric wires on take-off from a polo field on a private estate. This caused designer Joe Gwinn to fold the company. Two Aircars were built, the Model 1(90 hp Pobjoy) and the Model II (130 hp Pobjoy). Hawks crashed in the Model II. The Modell pictured here was shipped to San Diego in the early 1940s and was evaluated by Consolidated. Afterwards, it was reported to have been donated to a school ... and has never been heard from since. Radtke Collection # 558.
Here's a little mystery . . . according to Revolution In The Sky, the book on the early Lockheeds, this Sirius was wrecked in 1935 and never repaired, yet here it is at the 1937 Cleveland Air Races looking pretty fit. This is a 1930 Lockheed 8C Sport Cabin Sirius, a special model with tandem cockpits and a 2-place cabin just behind the P&W Wasp C. The name under the canopy is "S. R. Sague, Pilot" . Radtke # 689.
(Continued from Page 5)
play, the final total topping 150,00 paid admissions. "Third , the actual floor space - some 500,000 sq. ft. - was the largest ever devoted to an aeronautical display. "Personal displays . . . were among the best attended throughout the 10 day show." In truth this time lightplane production was at an all time high. At the overall production peak in August and Sep
tember 1946, 4,000 aircraft were being turned out a month. Aeronca itself was producing about 1,000 each month. At the beginning of 1947 there were over 400,000 licensed pilots, 189,156 with private pilot licenses. There were more than 30 personal aircraft models for the private owner to consider when buying a flying machines for business or pleasure, ranging from two to seven place machines. No less than 17 com panies were competing for sales in this market segment. Personal aircraft production had . gone from 1,946 units in 1945 to an un
believable 33,254 units. The end of 1946 saw 81 ,000 civil aircraft in opera tion . Of the close to 61 ,000 single en gine civil aircraft registered , over 43,000 were powered by engines of under 145 horsepower. Close to 31 ,000 had 65 horsepower or less. This was truly the golden era of the lightplane. But, it was a short-lived one as the market rapidly went sour. Sales in 1947 fell to around 15,515 units, and by 1949 had plunged to 3,500 units. It was a unique event in the history of the lightplane ; one never to be seen again . •
Dennis Parks, EAA librarian, came across the photo of this rare biplane in one of the EAA photo collections. It's a Viking Kittyhawk B-8, N753Y, SIN 26, powered with a Kinner B5 (125hp) and mounted on Edo L-2260 floats. This three-place, open cockpit biplane was built-by the Viking Flying Boat Co., New Haven, CT and Franklin T. Kurt was the chief engineer.
by Norman Petersen
A somewhat rare 1939 Piper J-4A Cub "Coupe" mounted on Edo 1320 floats turns into the wind on Lake Winnebago during the 1983 Oshkosh fly-In. Owned by Don Eckman, P.O. Box 12586, Milwaukee, WI 53212, the "Coupe" N25064, SIN 4-801, was built up for floats by AI Ziebell of Oshkosh, WI and features extreme light weight, 85hp Continental engine with flat 42" pitch prop, heavy duty float struts and 3/16" cable support wires to floats. Note clever use of fully enclosed Cessna 140 cowling. 12 JANUARY 1988
Compiled by Norm Petersen -
International Cessna 120/140 Association The latest newsletter edited by Dor chen Forman tells of their trip to Oshkosh '87 and the really enjoyable flights that brought them across the middle of the U.S. to Oshkosh. They got a big kick out of the Antique/Classic fly-out to Shawano described elsewhere in this magazine. When the time came to leave Osh kosh , the engine on their Cessna 140 acted very sick so a trip was made to the Emergency Repair Tent at Oshkosh run by EAA Chapter 75 of Davenport, Iowa (they operate this tent on dona tions and kindness!) They removed the cowl , pulled the plug on the cold cylin der, pushed a large rope down through the plug hole, hit the "thang" with a mal let and pulled on the prop several hundred times. It worked! The valve came unstuck and Dorchen was ready to go - a bit later than planned. That was the second time for a stuck valve. It happend the last time on a long cross-country when Forman's had to buy several loads of 100LL. Now they put Marvel Mystery in when they buy 100LL. "You have to believe in some thing!" Dorchen has nothing but kind words to say about young Tr~ pp Myrick who did the job as a member of Chapter 75, Davenport, Iowa. Another interesting member of the In ternantional Cessna 120/140 Associa tion is David Lowe (EM 125661) who lives in Sacramento, Kentucky with his wife Joyce. Dave bought a Cessna 140 in 1981 and rebuilt it with an 0-200 Con tinental engine, Edo 1650 floats and long range fuel tanks. (You need long range tanks in Kentucky in order to fly to Oshkosh !) On the morning of August 1, 1986, the 140 was lowered into the water for the first time and Dave taxied out for three take offs and landings. Everything went well , so he loaded Joyce and a lot of baggage on board and headed for the big "0". After a fuel stop at Lake Shelbyville, Illinois, they headed for Lake Michigan where they lost a mag neto and had to land in six-foot waves!
After buying the most expensive mag in Chicago, they headed for Lake Win nebago. Late afternoon thunderstorms cut them off 15 miles short so they headed for Lake Michigan again and rough water. They landed at Port Washington just ahead of the storm. The only room in town was above a bar. The next day brought sunshine and they made it to Oshkosh and the Brennand Seaplane base. After flying back to Kentucky from Oshkosh, the 140 was hit head on by a houseboat on August 8, 1986! The dam age amounted to $13,500 and Dave and Joyce are now rebuilding the wreck. They say, "It will be flying again." Technical Advisor Bill Rhoades has a two-page insert on building a tool for removing Cessna 140 aileron bellcrank bearings and another tool for removing aileron and elevator hinge bearings. Both tools also install the new bearings in their respective holders. The de signer is John W. Dooley of Rt. 2, Box 317B2, Frisco, TX 75034. For information on the International Cessna 120/140 Association , write to Box 830092, Richardson, TX 75083 0092.
were burnt out in the solid unit. The rud der trim tab and trim tab cables were burnt and there was skin damage to the aircraft nose. The spirit compass and carb air temperature gauges were de magnetized and extensive areas of the cabin and nose were magnetized, in cluding landing gear, heater, radios, radio racks, pilot's seat, control yoke and control columns as well as hoses, nuts and bolts. The aircraft had to be demagnetized, all compasses and the RMI system had to be overhauled and reswung; the rud der trim tab and trim cables replaced as was the rear navigation light and the ADF loops. Of course, sheet metal re pairs were necessary for the nose sec tion. The ELT required recertification al though it had just been signed off and the WX-8 "Stormscope" was returned to the factory for a check and recalibra tion . Weather radar and a "stormscope" are excellent weather avoidance de vices, but as the story shows, are not infallible in detecting every hazard. For information on the American Nav ion Society, write to Box 1175, Munici pal Airport, Banning, CA 92220-0911 phone 714/849-2213.
Lightning Strikes in Rain The November '87 Navioneer pub lished by the American Navion Society has a most unique story by Ken McTavish regarding a Twin Navion that was struck by lightning during a moder ate rain shower while flying at 7200 feet ASL over Canmore, Alberta on July 25, 1986. The lightning arrived in the form of a five foot diameter fireball directly in front of the aircraft, accompanied by a deafening bang. More than $7000 dam age was caused to the airframe and air craft components. The lightning passed from the nose through to the tail of the aircraft, exiting through the rudder trim tab and rear navigation light. The light was shat tered, melted and re-fused by the exit ing electrical charge . The lightning singed sleeping bags and pillows stowed in the nose, resulting in a strong burnt smell. The radios were still func tional but the ADFs would not home. After a safe landing in Calgary, an inspection revealed extensive damage. The two Collins 650A ADF loop anten nae were destroyed - the amplifiers
Good News - Bad News Editor Loren Bump of the Continental Luscombe Association's newsletter, called "The Luscombe Courant," makes note of the bad news first. Effective De cember 8, 1987, all U.S. registered air craft are required to install an 10 plate on the exterior of the airplane. This is part of the ruling that also requires 12 inch registration numbers for any air craft penetrating an ADIZ (Air Defense Identification Zone) and if you have added extra fuel tanks in the passenger or baggage compartments, authorizing documentation must be carried on board the aircraft. Now the good news! Many years ago, Ron Price had Luscombe 10 plates made up in quantity to sell to the mem bership. He has now seen fit to turn the remaining batch of 10 plates over to the C.L.A. to sell and raise money for their 1988 "Get Together." (Note: He didn 't say fly-in, which it is not - for insurance purposes!) (Continued on Page 23) VINTAGE AIRPLANE 13
by Harry Miltner (EAA 223678) 1512 Skyline Drive Ellensburg, WA 98926 (Photos by Gordon McDonald)
Chapter I: Another Toy? That was Sherry's comment another toy? Have you ever dreamed of finding an old vintage aircraft or an tique car hidden in some farmer's barn? I have for years! I guess the men work ing for Harrah's car collection and museum in Reno gave me the clue as these chaps were paid to comb the countryside looking for antiques. I spent the winter of 1979-80 in the bucolic countryside of Central Utah building a barn for Charley and Marcia Eppler. Over a fire at night, Charley would spin a yarn about an old mono plane that was hidden in a shed on some farmer's place. With a little research, we quickly found the shed and the most de lapidated airplane sitting inside, hardly out of the way of the harsh Utah winters. The weather had taken its toll as the fabric was completely tattered, and one could even see its wing and fuselage skeleton. The identity revealed an old Taylor craft, possibly circa 1946-48. It took 14 JANUAR Y 1988
Charley some time to find the real name of the owner and then Marcia went to work. Having been brought up in the valley, she knew everyone on a first name basis. The owner turned out to be "Floyd." We found Floyd on Sunday down in Ephram, and his only remark was, "Won't sell the old bird, want to restore it myself. " Gloom set in the for the rest of winter and our talks turned from airplanes to the Carter administration and back to airplanes, never forgetting Floyd's old shed. The main topic was, was it worth anything? The shed roof had leaked right down into the wing junction section and the water had no doubt continued into the lower fuselage area. Were the longerons damaged? What about the spars themselves? What about the en gine, stored all these years in the open shed? Certainly it had not run in a dec ade. We came up with a true worth to be $1 ,OOO.OO! Not a penny more. Since then , I moved to Central Wash ington state, miles and months from our find in that old shed in Spring City, Utah. But, I have kept in contact with the Epplers, birds of a feather stick together you know. After a while, I got a call from Charley saying the T-Craft was on the block and he was number one in line to bid on it. Not a finger had been put on the old bird; it lay just as we-first found it over two years ago. With inflation and
such, we moved our price to $1 ,200.00, but that was a joke as old Floyd came up with a firm price of $2,000.00 nothing more and certainly nothing less. No country boy haggling, I thought. Gratefully we paid the dough and Charley moved the old bird to higher ground in fear the old shed would not withstand another snowfall. On my way to a friend 's wedding in Jackson Hole, Wyoming in April, I'd continue on down to central Utah and fetch the old girl and bring 'er back to Ellensburg. Being a member of EAA and with the help of some retired Boeing types, I figured within a year or two we should have the old Taylorcraft restored and back in. its natural habitat. The logbooks reveal a total airframe time of 455 hours and the engine logs show a recent overhaul of .015 oversize many decades ago. If the main spars are good, and the fuselage tubing is okay, then in retrospect it would be a good buy. The big topic of conversation is whether to clip the wings and go to a bigger engine or restore it as original. But, we have plenty of time for such decisions. The main thing is that it has been moved to higher ground and is on the road to a full restoration program. But, I won't give up either, I still dream of running onto an old Morgan or Allard in a shed somewhere in rural America.
Chapter II: On the Road to Spring City In late March, I dragged an open glider trailer down to Spring City, Utah behind our wee pick-up truck, "Dottie." What an awful trip . I had headwinds on the way and stronger headwinds on the return trip. But the wee beast did exactly as the advertisements say, "Datsun's are DRIVEN!" I found the old T-Craft in about the condition I expected. The wing was worse , but the fuselage much better. In fact, with the old tattered original Irish linen stripped off, the fuselage looks new. However the left wing is pretty awful. Zillions of tiny bees built nests in the wing and the secretion or whatever corroded the aluminum ribs and steel. About six or seven ribs have to be re placed completely, plus the trailing edge aluminum. The left aileron is non existent. The right wing could be reco vered tomorrow, but we will replace the two wood spars. The material is Sitka spruce from Washington State. Everyone here thinks we got quite a buy. With only 455 hours, they say the airplane's hardly broken in, but the en gine is still a mystery. It was supposedly rebuilt by old Floyd, but there is nothing written in the logbooks. The engine is a 65 hp Continental ; it's one of the first things that will be sold. 65 hp will hardly get my 225-pound partner off the ground at 5,000' elevation on a hot summer day. In its place we will install a 100 hp engine out of a Cessna 150. I checked with the local Technical Col lege in Tacoma and they said it would be a rather simple installation . Also, the brakes have to be converted from
mechanical drum brakes to hydrauli cally actuated drum brakes. This is a must, for the old mechanical brakes leave a lot to be desired . The project is progressing well. I have the left wing completely dismantled and have made accurate drawings of all the components . Xerox copies have been sent to all the aircraft parts houses and the search has just started for ribs, aile ron components , bellcranks, etc. Also I have contacted dozens of people whom I've learned about through the T-craft movement for spare parts for the wing. Prater Hogue is nearby for assist ance, but he outlined how "I" can do all the work. I want to come away from this with not only a restored antique but the "A" rating for aircraft repair. When not working on the wing , i have been stripping all the components from the fuselage. Windows , doors, instru ments, fuel tank have been removed and stored in safe places. The shop has needed work, mostly to keep out the famous Ellensburg wind . Overhead lights will have to be installed if any moonlighting is to go on this fall and winter. All in all, it is a fun project - a bit frustrating at time as no one seems to know exactly how a 100 hp engine is installed and what mods have to be made to the fuselage and engine cowl. The FAA gives us what they call a "one time STC" but the exact details to the conversion are up to the owner. Taylorcrafts are still being built in Al liance, Ohio by the same chaps that possibly built ours. They are very much the same design but stronger in many ways as the engine is the 0-235, 115 horsepower. The price is much
Before covering began, the Taylorcraft was assembled with all major parts intact to check rigging of cables and fit of all rebuilt assemblies. Workmanship looks to be first class.
stronger, too, bringing some $23,000. It is hard to imagine how much a project like this is going to cost. If we were to restore it just as it is, leaving the 65 engine in place, perhaps we could get away for $4,000 to $5,000, but the larger engine conversion could cost a packet. It is even hard to get good prices on used/serviceable parts as everyone seems to think their parts are made out of gold! And they might be, as nobody makes certain parts any more. But, that's part of the fun , running down some part that is long since for gotten. Project reports will come slowly as the work will come slowly. When it's finished , though , Sherry and I want to see America in aT-Craft - something I haven't been able to do in my sailplane. So wish us luck! Chapter III: The Trials and Tribula tions of Rebuilding a Vintage Aircraft For those of you who have followed the trials and tribulations of rebuilding a vintage aircraft, the last quarter of '82 was no exception. First, my silent part ner came on to some severe financial problems so the lifeblood of the restora tion was cut, somewhat. I have had to dig deep to buy the necessary parts to see the wings , at least, finished . The six-month wait for the Sitka Spruce spars ended up a no-show and I had to purchase some locally. Sitka Spruce is becoming scarce, at least aircraft grade. The timber was oversize so naturally it had to be whittled down to the exact size of the original. The Uni versity shop gave me the cold shoulder - a possible shop accident would lead to a lawsuit, so I then turned to the El lensburg High School where I was warmly received and their new surface planer certainly did the trick. To make the spars super accurate, I first dressed them down on a table saw. Working the 17-foot piece by myself, the spar jumped out of the saw and when it came down, the blade put a slice in the spar itself. So a factory modification had to be made before the wing was ever put together. Bad show! While working on the wing , I spent two weeks sandblast ing the fuselage with a very underpow ered sandblaster and compressor. Then using the latest Stits epoxy, I primed the aft part of the fuselage. Sev eral weeks later I noticed corrosion oc curring under the primer. The local ex perts said that rinsing the metal with "Metal Prep" was unnecessary but it later turned out to be untrue advice. So, the primer had to all be removed and started over again. This time I hired a student to do the spraying as the fumes were getting to me. He did a lovely job and now the fuselage just shines. More advice from the local pundits declared my 65 hp engine unfit for any thing short of an anchor. Can 't be any good, sitting in a shed for 25 some year, VINTAGE AIRPLANE 15
however, and we are now going into the ninth month of paperwork to get an "N" number and STC for the larger engine modification! But, I'll see it through , however. Germans are known for stub bornness! Tune in to next time . Chapter IV: The T-Pot is Finally Look ing Like an Airplane!
Frontal view shows Hendrickson prop with extensively re-worked cowling to handle the full electric 0-200 engine with shielded ignition. Aluminum grills are standard T-Craft.
they said. So I unloaded it to a chap in Spokance for $750.00 I threw in the motor mount and prop. He has since gone through the engine and has found it to be in mint condition . Props alone cost $750.00!!! So, you win a few and loose a bunch. (More advice proved worthless.) Don't buy anything new, they said. Scrounge if you can. Just about all the wing parts I purchased in "serviceable" condition had to be restored as corro sion had set in. The compression struts were twisted and I am stili waiting for Wally Olsen in Vancouver to replace these for me. For the little savings, buy ing them new from Univair is the smart move. We have decided to go to juice brakes, drum not disc. I ordered some used PA-22 brakes and wheels and when the package arrived, there was one brake. I called and asked about the shortage and he said, "That's all you get for $49.50. " I asked about the plural words . . . "wheels and brakes?" It seems the same used car parts gypos are now selling aircraft parts! (Editor's note: Harry writes later that he decided to go with the hydraulic brake instead.) Beginning in December I saw a breakthrough in the project. The spars were nicely cut, dressed and varnished. (In drilling out the spars, I forgot to say that several of the holes were drilled several thousands off. I then had to find 16 JANUARY 1988
some phenolic plugs and re-drill to ac commodate the spar fittings.) Within a week the wing is totally rebuilt now and looks very serviceable. The FAA has not let up their pursuit of harassment,
All is alive and well. Despite the many setbacks, including losing our lovely workshop in several months, the old T Pot is finally looking like an airplane. After a year of putting the Taylorcraft "on hold" while Skeeter got an engine transplant, I'm back again with the old girl. How does Sherry know my prog ress?? I've been broke from buying air craft parts since June 4, 1985. On that day we rigged the entire aircraft putting the wings in place, hooking up the con trol cables and attaching the tail feath ers. I felt this essential as after the fabric was installed and the aircraft fully as sembled, I did not want any surprises. (I'm getting too old for these kind of sur prises.) A very knowledgeable chap named Lee Stevens came up from Yakima and gave it the inspection, "prior to fabric." Lee is a retired aircraft mechanic and has surely forgotten more about light aircraft than I will ever learn. He found several things needing further attention and then signed it off, "for cover." The following weeks were spent learning the covering process with lots of reading and VCR tapes from the experts. After the usual Miltner research, the Stits Poly Fiber process was chosen. This is a dacron cloth weighing 2.7 oz. per square yard and Stits Poly co?tings are
Looking forward we get a good look at the graceful lines of the airplane put in by C. G. Taylor, himself. Note dual wing tanks and overhead skylights. Grimes tail light on top of fin is standard.
Continental 0-200 installation is very neatly done including the all-important baffling. Lower cowling is "bumped out" to allow room for the Cessna 150 type exhaust system.
used to protect the fabric. (Days of Grade "A" cotton and Irish linen are
stitching. " Exactly 323 hours from start, the fab ric was then ready for its first coat of "silver" dope. Then three or four coats follow, sanded between coats to protect the dacron from the ultra-violet rays when parked outside. The most fun was exploring the many color schemes for the final paint job. Since this is an an tique airplane, we wanted to use colors and designs typical of the late '30s and '40s. I remember seeing a Beech 18 on display at the Smithsonian with a two tone yellow paint job and dark green accent stripe. I wrote to the Smithsonian and they were kind enough to send the exact color numbers and by chance, Stits had them in their repertoire . The only shortcoming to the entire Stits process is a very toxic and smelly odor to the dopes and glues. Trying to work in a well-ventilated, wood-heated shop in the middle of one of the worst Washington State winters was a chore.
Standard T-Craft interior is finished with a touch of class, including the two original glove box doors. Note heel brakes on pilot's side only. Portable transceiver fits nicely on floor, just ahead of the seat.
over.) To make things easier on my first covering job, I had Hower Aviation of Sarasota sew up envelopes or socks out of the Stits dacron. These socks are then pulled over the ailerons, elevator, horizontal stabilator, wings and fuse lage components. The loose side is glued to the metal with Poly Tak ce ment. Then a household clothes iron, set at 250 degrees, is rubbed over the baggy, wrinkled dacron until it becomes taut. This has to be one of the seven wonders of the world for instantly it looks professional and airworthy! After this, two coats of Stits Polybrush are hand painted on the fabric. All horizon tal surfaces are adhered to the ribs and stiffners with a "rib stitch," stitched with needle and dacron thread. Two inch dacron tape is then applied to all lead ing and trailing edges and over the "rib
In the beginning I got sick from the odors and then turned to a well-respi rated mask which I wore for months. For the spraying of the silver and final coats, I have hired a young student from the Tech department here at Central University. Well, I've blown about 1162 hours and a ton of dough on the old restora tion project, and it still ain't flyable. We are still without an engine so if you hap pen to know of an 0-200 (100 hpj Con tinental, call collect. There is no flying date set but we do want to barnstorm Americain summer 1987. Cheers and stay tuned . Chapter V: How to Make a Turkey into an Eagle For those of you who have hung through 4% years of frustration and joy, the restorer's three step continues . . . two steps forward and one back.
"Hell, it's easy, they say, start with a vintage basket case Taylorcraft and with a few parts and a little time, you'll be flying. " Well, the hands on the old Seth Thomas have rotated some 1400 revolutions (297 trips to the shop alone) and what seems like a mini National Debt, the old bird is far from airborne. A typical week is such: Five days to trim and fit a brand new windscreen to the boot cowl and wings. Tighten the last bolt just another turn and WHAM-O, a hairline crack races across the front of the windshield . Luckily I had warned the windshield manufacturer that the lovely curves did not fit the frame prop erly, and another will be sent free. But, all is not gloom. The fabric is on and the cream and yellow Stits paint glistens like a new Pfennig. Not a grand champi on, mind you, but catching up to one. Being at this project for what seems a lifetime, we felt it fitting to buyout our partner and place my mate, co-pilot and navigator's name on the FAA registry. There will be times I am sure when a very silent partner 1200 miles away in rural Utah will be sorely missed, but thanks, Charley, for turning loose one half the ownership. After looking for years at a replace ment engine for the tired old 65, we re turned from Canada with a 108 horse jewel. I had done my homework, I had thought. I contacted the FAA, the Taylorcraft Company and with a very green light we purchased the Lycoming 0-235. Upon returning I again con tacted the T-craft factory to order a mount; 10 and behold, the mount is a dynafocal mount. What's the old tune of Kenny Rogers . . . "If it wasn't for bad luck, I'd have no luck at aiL " Well, my engine has the conical mount and its an insurmountable task to mate the two . To add insult to injury, the factory would not supply any data as to thrust line, etc., due to the "liability" song. So, rolling my own mount seemed impossi ble. Sorry, Bruce, your engine is still a gem, but hopefully a fellow in Sun nyside will trade even for a freshly ma jored engine by Quackenbush. It's an 0-200 Continental (100 hpj. In reality the 100 hp Continental is the better bet for it is some 40 Ibs. lighter, parts are easier to come by and a motor mount can be purchased "over the counter." But when you make a change, the re verberation is felt all the way through the fuselage. Now the engine cowl will have to be altered and new bits and pieces hung on the engine. The FAA will again give the nod to use a wooden propeller ... nostalgia city, these old wood clubs. Play it again, Sam. Time for a back step. Kittitas County gave up the shoe about seven months ago, throwing us out of our EAA clubhouse and shop. Saint Dugan was quick to come to the rescue and now our lovely Taylorcraft is fully rigged, living in the real world of VINTAGE AIRPLANE 17
a Bowers field hangar. But, the war with the County is not over. "Liability" again rears its ugly head, and the County wants all hangar renters and leasees to carry a million dollars worth of liability insurance - to the tune, if we'll pay it, of $1600 a year. Well, I can handle the Federal Agrivation Agency, the famous Ellensburg winds, but this new caper could kill the gander. I know the old ad age - if God had wanted man to fly, he would have made them all mil lionaires. In the meantime, work continues on the old turkey - rather slowly this winter as the hangar is not heated. Come spring, it will be flat stick to com petition. Flying date is set for May 12, 1987. Come mid-June when Sher is finished with school, we'll head east and barnstorm the U.S. of A., landing in farmer's fields, sleeping under the wing and all the good things that Richard Bach mentions in his flying books. And our dream is to land on the old Silliman's farm strip in Canaan, Con necticut and celebrate my first first flight some 40 years ago with Gus in his old Widgeon. P.S. Just got a note from the FAA informing me that the gas lines are the wrong size and the entire fuel system has to be revamped. Bigger size due to bigger engine. When will it stop?? Chapter VI: The Finale! Christmas Eve: The chap from Sun nyside arrived to make the big engine switch - my Lycoming 108 hp for his Continental 0-200. As he opened the tailgate he paused and said, "I really shouldn't make this trade as I have over seven grand in the engine and rebuild. My heart sank, as I had contacted the new Taylorcraft Company in Lock Haven for one of their motor mounts to mate the new 0-200 to my vintage BC 12D. But, "my word is my word ," he said. So, Santa brought us one of the finest engines available - a freshly re manufactured engine by one of the west coast's leading rebuilders Lynn Quackenbush! After Christmas I called Taylorcraft to order the motor mount and they said that they could not supply the motor mount after all. They were in Chapter 11! What next? I had gotten rid of the 0-235 because a mount was unavaila ble and now I was stuck with an 0-200 and again no mount was available. Another step backwards. Univair did have one in stock, and it was pur chased. It was decided that the stock Cessna 150 exhaust system would be used, so now the original 65 hp aluminum cowl would have to be drastically altered to fit the extended engine and different muffler system. (The 0-200 has a star ter and alternator, which moves the en gine forward some 5".) This was done by adding some 5" to the back of the 18 JANUARY 1988
cowl in aluminum and fiberglass bulges were made to cover the mufflers and sparkplugs. The top cowl, by the way, had to be made from scratch with some pre-formed sheets of aluminum . Prog ress through the spring of '87 went well . Control cables, tach, hot air box, electri cal components were obtained from a number of sources and by May it was ready for FAA inspection. By the way, a Ted Hendrickson prop was chosen knowing quite well that a 0-200 Taylor craft has never been offered, factory made, with a wood propeller. In late Mayan FAA Field Advisor ar rived and started the long, drawn out paperwork ordeal. He mentioned that he was representing the Engineering/ Modification branch of the FAA, respon sible for the issue of a future STC in my name. The STC would cover the follow ing changes: 1. Skylight in roof, over cockpit. 2. Plastic in lower section of each door. 3. Pop rivets used to fasten fabric in wings instead of rib stitching. 4. Continental 0-200A engine. 5. Battery box mounted under bag gage compartment. 6. Wood propeller manufactured by Ted Hendrickson. The FAA also required an inspection by the local A&P (AI). The Field Advisor noticed that the alternator did not have a name tag on it, even though it was checked by the engine rebuilder and stated in the logs. For five weeks the FAA hassled us with this problem and finally requested that we buy a new al ternator which would produce a yellow tag. He also did not like the "handmade" looking engine data plate found on the right side of the Continental engine. Four trips were made from Seattle (800 miles) to review the paper and reinspect the alternator. Growing tired of the harrassment, I went to visit Modification/Engineering and talked them into putting the whole aircraft into the "Experimental" category for a period of time so that we could at least go to Oshkosh. They agreed to this and the aircraft would be tested, along with the wood prop and all the other modifications for a month or so. It is still in the Experimental category and the paperwork and testing con tinues. Oh, they came over one day and personally flew the old bird, and I haven't seen them since. On the 12th of June I flew the Taylor craft for the first time in over 25 years, and I must admit that there was abso lutely no enjoyment or emotion on my part. The FAA has done their job too well, and I was drained, both physically and mentally. It was as if I was installing an Allison in the old girl. Heavens knows there are many factory-made F 19 models built by Mrs. Ferris of the old Taylorcraft Company flying around with 0-200A engines on board.
THE TEN COMMANDMENTS FOR A CLASSIC AIRCRAFT RESTORER Or, Ten Ways I Personally Screwed Up! 1. As you disassemble the aircraft, make accurate drawings or take Polaroid pictures of the components as they are taken apart. Several months or even years later, it will make it less dif ficult to reassemble. 2. Surround yourself with knowledge able people. Remember you get what you pay for. "Sidewalk Supers" are a dime a dozen and can cost you a packet in the long run. 3. Build yourself a glass bead box. Truly an effortless way to clean old paint and light corrosion and rust off your old parts. 4. Corrosion, like cancer, has to be re moved and the part, whether steel or aluminum, has to be treated with an acid etch. DuPont has both these prod ucts. If the fuselage has to be sandblasted, the residue (oil from the compressor and sand dust) has to be cleaned thoroughly and then cleaned with "Metal Prep." 5. If small modifications are to be made - remember a 337 FAA form will have to be made, including a drawing, de scription and a photograph of the com pleted part or component, then signed by an A&P. If a major mod or change is to be made requiring structural changes or an engine transplant, take it up with the Engineering/Modification branch of the FAA. 6. If a job being done requires two people, don't try to do it by yourself. Wait until help arrives. 7. Remember when buying from an air craft salvage yard they usually charge 33% of the original cost. These original parts are sky high to begin with. Most likely they can be obtained new from an aircraft parts store, i. e., Aircraft Spruce, Wicks, etc., etc. Again, if obtained from a salvage yard, they are off of a totalled out aircraft, so buyer beware! 8. The FAA will sometimes put your "Classic" in the "Experimental" category to test a part, component change or en gine swap, but it will have to be put back into the standard category at the end of a test. Unfortunately, there are no ex ceptions. 9. If an engine has been stored in a dry climate for a long period of time, even unpickled, it still could be airworthy with a minimum of teardown. 10. Reassemble the entire aircraft, in cluding rigging the control cables, be fore fabric recover - especially if new spars were installed. •
Of The Past •
In Photos Ray L. Johnson (EAA 159826, Ale 5728) 347 S. 500 East Marion, IN 46953 and Wilbur Hostetler (EAA 94013) 2515 Monroe Pike Marion, IN 46953 These two photos were given to us by a gentleman who recently retired from our company, Indiana and Michi gan Electric Company. Another retiree had given them to him several years earlier! We were given the photos be cause of our obvious obsession with airplanes. After getting the photos, we went about finding a date when the accident occurred . Wilbur's supervisor found the date for us - July 15, 1930. We then went to the library to find the old news paper clippings. Here is the story. On July 15, 1930, a pilot flew this bip lane through a high voltage line be tween towers numbered 7 and 8 (one span). The pilot miraculously escaped injury. According to the newspaper clip ping, the pilot was flying a Pheasant biplane. He was on his way to Fond du Lac, Wisconsin from Dayton, Ohio. "The neat part, " Ray says, "was the fact that it occurred on the farm across the road from where I grew up! I recog nized the buildings in the photos as we had lived there since 1960. My first knowledge of the accident was when we received the photos." Then the bonus part turned up! "While researching the two photos, we discovered a second airplane had gone through high lines on June 16, 1943! (13 years later). You guessed it, be tween towers numbered 7 and 8 - the same exact spot as the first accident!" The newspaper accounts of the two nearly identical accidents add informa tion to the story. The Pheasant was being flown by pilot Don Williams, age 40, an experienced aviator with over 15 years of flight time. He was not injured in the crash . The highline carried 132,000 volts and the Pheasant had gone through three of seven wires . The
Lying inverted in a farm field is the Pheasant biplane following the "tangle" with high tension wires between towers No.7 and 8 on July 15, 1930. Unusual for the period is a metal propeller on the OX-5 engine as most planes used wooden props with that powerplant. Note tailskid instead of tailwheel (well polished from use).
Mute testimony to the wrecked airplane below are the patched wires above! Photo came from the power company collection of years ago. Exact same spot was hit by another airplane 13 years later.
airplane was one of three built by the company at Fond du Lac, Wisconsin where Steve Wittman was the company test pilot. Details on the 1943 accident were given in the newspaper account. It seems Air Cadet James J. Coughey had flown the Navy trainer from Bunker Hill Naval Air Station (now named Gris som Air Force Base) and after encoun tering fog and low ceilings, hit the lower wire of the highline and landed upside down in the field. The crash tore the motor from the plane, however, the pilot
merely unloosened his safety belt and toppled out on the ground unhurt. We wonder what the odds are for two airplanes to hit the same power lines in the same spot, crash inverted into the nearby field and both pilots emerge un scathed?
Editor's Note: Ray Johnson and Wil bur Hostetler restored the 1947 Aeronca "Chief", N3469E, that won Best of Type at Oshkosh '86 and was featured in the April '87 issue of The Vintage Airplane. ... N. A. P. VINTAGE AIRPLANE 19
ABOVE. A ground view taken as the event was well along, about 10 a.m., reveals three lines of airplanes parked on the large expanse of mowed grass. This is indeed a beautiful spot for a fly-in!
LEFT. The initial bunch of 15 to 20 airplanes are parked along the perimeter road so the local population can look and visit. The NE/SW grass runway was used almost exclusively. Seaplane ramp has two boats tied up next to it.
FLY OUT TO SHAWANO
by Bob Lumley (EAA 106377, AlC 6560) Nl04 W20398 Willow Road Colgate, WI 53017
In a bold move, the annual Antique/ Classic Monday morning fly-out was held at Shawano, Wisconsin airport. From Oshkosh, the distance is approx imately 60 miles and the landing area includes not only the Shawano Airport, but the adjoining Shawano Lake for those (fortunate) few who fly seaplanes. The absolutely perfect weather brought forth a nice turnout of some 50 aircraft and just over 100 people to feast on the coffee and fresh rolls that were distributed by the good folks of Shawano. In addition to the free coffee, many of the pilots and passenger took advantage of several nearby restau rants within easy walking distance of the Shawano Airport. The local folks 20 JANUARY 1988
were quite surprised at the number of people who flew in. Even the free coffee was consumed to the last drop! Many Shawano residents turned out to view the many Antique/Classic air craft of all types and were particularly thrilled to visit with the pilots and pas sengers. An exciting time was enjoyed by all. The free coffee and rolls were pro vided by the Shawano Chamber of Commerce and the Mayor of the city, Leo Schroeder, welcomed the entire group and graciously invited everyone to return in '88! For the first time ever, seaplanes were invited to the Fly-Out as Shawano has a seaplane base at the north end of the runway. Kirk Erickson of War road, Minnesota flew his beautiful Cessna 180 on Edo 2960 floats with a couple of passengers on board. His time from the Brennand Seaplane Base was only 25 minutes with the 230 Con tinental really humming.
EAA Associate Editor Norm Petersen cranked up his 90 hp J-3 Cub on Edo 1320s and, with EAA staff photographer Jeff Isom in the back seat, made the trip to Shawano in fine style. Several airplanes pulled up alongside during the trip and had themselves "shot" with Jeff's camera. On the return trip , they reported seeing a bald eagle just 50' below the Cub shortly after take off from Shawano Lake! A drawing was held at the Shawano Airport to give away 25 "Fly-Out '87" dash plaques and a one-year member ship in the Antique/Classic Division . Plaudits are heartily extended to Tom Hampshire of Menomonee Falls, WI for his extensive help in putting the Fly-Out together. Tom contacted the local offi cials who provided refreshments and then arrived early enough to handle all the aircraft parking . Great job, Tom! Don't miss the fly-out in '88! Stay turned for the time and place - and keep your tanks full!
Part of the Antique/Classic bunch waiting in line for takeoff from WiHman Field to go to Shawano. Some of the waits were in excess of one hour which failed to gain much favor with the pilots!
Another Marlboro visitor on the way to Shawano is Mark Crowe (EAA 186220, AlC 11057), 8 South Street, Ashland, MA 01721 and his 1946 7AC "Champ," N2120E, SIN 7AC-5691. Very preHy paint job, Mark.
An overview from the back seat of Norm Petersen's Cub shows the town of Shawano in the background, the river through town and the airport in the left foreground with the seaplane landing in the center of the picture. The first batch of AlC members have landed and parked.
Pulling up close to the photo plane on the way to Shawano is Lola Oyko (EAA 221089, AlC 10481), 10 Broadmeadow Rd., Marlboro, MA 01752 in her 1939 J-3 " Cub, " N24619, SIN 3307 powered with a 65 Lycoming. Note how Jeff Isom placed the tailwheel and right main directly on top of a silo!
Nineteen aircraft are lined up on the edge of the beautiful grass area as a Cessna 195 taxies up from the runway. The local townsfolk were quite excited to see so many airplanes at their airport and SPB.
Part of the fun of the Shawano Fly-Out was looking at different airplanes. Here is a Oornier 00-28 mounted on Edo YO-6470 floats with an engine removed for work. This 1961 twin is owned by Grognet Flying Service of Shawano, WI. â€˘ VINTAGE AIRPLANE 21
by Bob Brauer (EAA 81504, AlC 4319) 9345 S. Hoyne Chicago, IL 60620 If you like aircraft at least as much as I do, then I guess those friends of ours who are deeply involved in aviation are interesting to us. It would be great if I could talk ·about several of the terrific people I know whose involvement in aviation is fascinating to me. However, one person comes to mind for this occa sion because of his total involvement and broad experience in aviation, in spite of his relatively young age. He is Jay Vieaux of Park Forest, il linois, a member of our local Chapter 260 in Lansing , Illinois near Chicago. For as long as he can remember, his interests were always centered around aviation, and from a hobby this interest has grown into a career. Even before he obtained his A&P license, he had an intense interest in aircraft construction and in particular, the Breezy. By the time he was 18 years old, he had learned all the skills necessary to build and fly one. In addition, he had become an accomplished welder, having been taught by Breezy deSigner, Carl Unger. Having earned his reputation as an expert welder, he generously fabricates aircraft parts and frame sections for his EM friends. This activity then ex panded to doing welding repairs on cus tom built aircraft, as well as special and unusual welding on antique and classic aircraft. Following completion of the Breezy, he was hired to build a Steen Skybolt. After his graduation from high school , it was necessary for him to obtain his A&P license in order to get a job as an aircraft mechanic. With all of the experi ence he had, getting the license turned out to be a mere formality. Upon receiv ing his license in 1976, he worked for a Chicago Hammond Airport FBO to ac quire the necessary 18 months experi ence. Following his job at Chicago Ham mond (now named Lansing Municipal Airport), Jay worked for Emery Air Char ter in Rockford , Illinois and G & N Avia tion at Griffith, Indiana as an A&P mechanic. During his employment at these two firms, he owned a Bellanca, Citabria, Stits Flutter Bug and a Cassutt. He does not talk much about the time he owned the Citabria or the bug , and he doesn't have to say anything about the Cassutt; it speaks for itself, thanks to Jay's ex pert touch . He purchased the little red Cassutt in 22 JANUARY 1988
***************************************** Jay Vieaux
With a Whitney Roper punch in hand, Jay Vieaux gets ready to add a few holes to a lower cowling assembly. Note the neat workbench in the background.
1979 and proceeded to completely re build it for serious racing , incorporating many subtle improvements to the air frame. These improvements covered an extensive aerodynamic clean up and weight reduction while remaining well within safe operation of the airframe. Regarding the engine, to me it bor dered on witchcraft, considering the performance he got out of that 0-200! During the build up of the engine, he handpicked every part for optimum quality and matched weight. The results were impressive. The engine turned over 4200 rpm during flight tests. Jay entered the Cassutt, named Super Spook (after the P-51 racer, "Gal loping Ghost"), in every formula race in . 1981, choosing for his pilot Carroll Dietz. The results for a first-time record were impressive: fourth place in the Silver division at Reno; two first place victories at Corvallis, Oregon, second or third place (he can't remember) in the San Marcos Silver race. Jay currently works for AMOCO Cor poration (formerly Standard Oil) where he has been for the past four and one half years. He holds the position of
senior aircraft technician and acts as flight engineer on AMOCO's fleet of Gulfstream Ills out of Chicago Midway Airport. Jay pOints out that in the early days of aviation, Standard Oil was one of the first corporations to place heavy em phasis on its newly created aviation products division. He has used his pos ition to do research on the early use of aircraft for corporate transportation . Although his current job takes him away from home from time to time to exotic places like Wichita, Jakarta and Sidney, there is always time left for his first love, vintage aircraft. He is now re storing his classic Tri-Pacer and work ing with a friend rebuilding a J-3 CUb. Jay cannot seem to get his mind off those fine old aircraft of the Golden Age. He has just completed an exten sive six-year research project involving selection of a very special replica an tique aircraft construction project .. . but that's another story. This much I can tell you : It will be an exact replica of an aircraft with a round engine, two wings, rag and tube construction, and superb workmanship. •
The following material is reprinted with permission from the Fall, 1987 issue of PROP TIPS, published by Aero Propel ler and Accessories, Inc., 3400 Indus trial Lane, Broomfield, Colorado 80020, (303/469-1749).
Maintenance Tips This second issue of Prop Tips will review some inspection, maintenance and general care recommendations of fered by the manufacturers. Don't forget that your propeller is subjected to high, often extreme, stresses including bend ing, twisting, centrifugal forces, impact from rocks, and abrasion from sand just to name a few. The following Prop Tips will help to minimize the effects of these forces.
Avoid run-up in loose sand , gravel, or rocks. Beware of tie-down ropes, chains, towbars, etc. 3. Washing the plane - Corrosion pro tection: Do not use solvents or solutions on the prop in a way in which the fluid could seep into the hub on the up right blade. Do not use pressure washes on the prop pointed toward the hub. Any moisture which pene trates the hub seals increases the risk of corrosion .
1. Your preflight should include: Conduct a visual inspection for bends , nicks, scratches, cracks, cor rosion, loose spinner screws, nut or bolts. Look for excessive oil or grease (new or recently overhauled props may show minor leakage for up to 20 hours of operation).
4. Lubrication: Take care to avoid blowing out clamp gaskets by removing one zerk and pumping grease into the remaining fitting until grease appears through the hole where the zerk was re moved. Replace the zerk fitting . Use grease which conforms to MIL-G-23827, 81322, or 3545, such as Aero Shell Grease NO.5. Mixing of different greases is to be avoided, so record the type and MIL Spec number of the grease installed.
2. Your ground run-up: Follow the Operator's Handbook.
5. Filing the propeller: Take sand and gravel nicks seriously!
6. Constant speed props: Controllable pitch propellers require periodic reconditioning. Check your propeller logbook and follow the TBO interval recommended by the propeller manufacturer. This infor mation can be found in Hartzell Ser vice Letter 61 M and in McCauley Service Bulletin 137B.
If you wish, send a self-addressed stamped envelope with your request and we will be happy to mail copies of the Hartzell and McCauley TBO specifi cations to you at the earliest possible date. •
Nicks or scratches can be the start of fatigue cracks and/or catastrophic prop failure! Have your FBO or cer tified technician inspect and repair any nick before you fly again. Large nicks or gouges may affect the struc ture, balance, or operation of the prop and should be repaired by a certified propeller repair station im mediately. When taking off from a non-hard surface runway, minimLze prop damage by allowing the aircraft to move before applying full power.
(Continued from Page 13) (Continued from Page 4)
The second engine after an improved Heath four-cylinder was a five-cylinder radial engine named "Clipper" which featured four valves per cylinder and developed 65 hp at 2600 rpm. The little speedster took a second and third place in two 200 cubic inch races in 1934 with the old master, Steve Wittman, winning both races in his Pobjoy-powered racer. Our best wishes go out to these
pioneer aviators and designers Roger Lorenzen, Steve Wittman and Hans Lohman Rasmussen - who have contributed so much over these many, many years. And we must also extend a hearty "Mange Tak" to Carl Erik Gim bel of Odense, Denmark for assisting in the greeting exchange and for writing the fascinating story of Hans Lohman Rasmussen for the Danish magazine .•
Dwayne Green has volunteered to take over the project of selling the plates to all Luscombe owners who want them. It is a must that you install the 10 plates on the exterior of your Lus combe. You probably can remove the old from the inside and install it exter nally, but why bother. The price of the new 10 plate is so low-priced that it isn 't worth the effort! Contact Dwayne Green at 4 Meadow Glen Court, Santa Rosa, CA 95404, phone 707/544-4535 . •
CALENDAR OF EVENTS
APRIL 10-16 - LAKELAND, FLORIDA - 13th annual Sun 'n Fun EAA Fly-In at Lakeland Municipal Airport. Contact: Sun 'n Fun Head quarters, 3838 Dranefield Road , P. O. Box 6750, Lakeland, FL 33807, phone 813/644 2431.
JUNE 23-26 - GRAND LAKE VACATION RE SORT, OKLAHOMA - International Bird Dog Association annual meeting and fly-in at Golden Falcon Airpark, Grand Lake Vacation Resort. Contact: Phil Phillips, 505/897-4174.
JULY 17-22 - FAIRBANKS, ALASKA - Interna tional Cessna 170 Association Convention at Fairbanks International Airport. Convention site: Sophie Station Motel. Contact: Convention Chairmen, Rick and Cheryl Schikora, 1919 Lat hrop, Drawer 17, Fairbanks, AK 99701 , 907/ 456-1566 (work) , or 907/488-1724 (home). Re member the time difference. JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN - 36th annual International EAA Convention and Sport Aviation Exhibition at Willman Field. Contact: John Burton, EAA Headquarters, Willman Airfield, Oshkosh, WI 54903-3086. VINTAGE AIRPLANE 23
The patriarch of Hay Meadow Airport, John Hatz, fills the fuel tank of his 65hp J-3 Cub before taking another student for a lesson on flying skis. Known throughout Wisconsin for his thorough instruction, John has the ability to instill a life long appreciation for flying with his many students. John is a busy, busy man!
by Joyce Helser I lived at Gleason, Wisconsin from 1968 to 1983 and never heard much about the local airport, except that some family had an airstrip. We would see a plane in the sky and if it wasn't very high, we knew it probably came from Gleason International Airport ... that's how many people around Gleason re ferred to the airport. Eventually I came to know the wife of the family that owned the airport as she worked in the gas station at Gleason for a few years. She and I would exchange pleasantries when I saw her at the sta 24 JANUARY 1988
tion. I didn't know her name; we just enjoyed small talk about the things going on in town or with our families. In 1983 we moved to Oshkosh after giving up our jobs in Rhinelander. I had a job as a nurse's aid in a nursing home, but my husband Rudy had to look for work. He finally got a job at EM on the Maintenance Staff as a custodian. A year later, I was hired there also; first in the volunteer kitchen and later as grass cutter for the Ingersoll Company. In 1986 I met Dorothy Chase, whose husband Gene also worked at EAA. Dorothy encouraged me to introduce myself to Gene, and when I did he asked if I knew John Hatz from
Gleason. Of course, I said "no," as I had really only heard of him but never met him. Gene informed me that John owned the airport near Gleason and that it was called "Hay Meadow." We looked at an aeronautical chart and sure enough, it was the same airport. I told Gene how we always just called it Gleason International. Since I was going home that weekend, I decided I would check it out to be sure it was the same airport. When I got back to Gleason, I asked at the gas station where Mrs. Hatz worked (she wasn't there that day) if their airport was called Hay Meadow Airport. The man said, "I think it is, but we just call it Gleason International." I came back and told Gene, "Yes, that's the airport all right." In the spring of 1987 I kept thinking about this airport and how I never really knew anything about it. For all those years I never knew or cared about it. One thing you learn by working for EAA is that people interested in airplanes know each other. Since the Hatz's were EAA members, many people, including members of EM's staff, knew them well. I thought about how I'd lived in the same little town of maybe 200 people for 15 years and didn't know them at all. In March of 1987 my mother took sick, so I traveled back to Gleason to see her. One night as I drove by the gas station, Mrs. Hatz was working, so I stopped especially to talk with her. We didn't discuss the town's happenings that night, rather we talked about people and places and things of EM. We talked about people we both knew, and she told me about some of the con ventions that they attended. We talked about Paul and Audrey Poberezny, and what nice people they were. She even told a story about Tom Pob erezny at one of the convention's. She didn't remember what year it was, but it was some years ago when Tom was a young lad. He asked her if they still ate their dinner on the tailgate of their station wagon. She told him they did, and he asked if he could join them. As they ate he said, "It's nice to sit here and enjoy dinner, for nobody would even think of me being here." Nowa days, Tom couldn't get lost with that radio on his belt. After we talked for about two hours, it was time for me to go home, but I wanted to know more about the Hatz's and their airport. Summers are busy, though, when you work for EM. I knew I would have to wait until after the 1987 Convention before I could continue my adventure with this airport, which meant more to me now than it ever did when I lived there. In late August I went to see John Hatz and met him for the first time. As we were driving down Vascheau Road where their home and airport are 10
cated , we could see a plane practicing touch and goes. I talked to his wife , Ber dina, again , as we waited for John and his student to land. While waiting I had the opportunity to see everything they did there . In one hangar, his boys were building a plane. They had the wood constructed for the wings and fuselage . In another barn were stored two fuse lages of older planes that John plans to restore when he has the time. I asked John if I could have an inter view with him and, of course, he said yes . But, he didn't have too much time left. This was on Monday and he only had two hours left open for the week one on Wedneday and one on Friday. I took the Wednesday appointment . Wednesday came and I was there on time. John came in after giving a stu dent a lesson . I wondered why anybody would pick a town like Gleason to have an airport, as Gleason is a declining busi ness and farming community. John said he wanted his own field after managing the Merrill Airport for 11 years . He said he just got tired of regulations. So, he bought this 77-acre farm and made an east-west runway. Presently he hang ars eight planes for other owners , plus five of his own . This past year has been the best ever for him. Currently he has more students than he can handle, having to turn many away as he doesn 't have enough hours in the day. In addition to giving lessons at Hay Meadow, he also trains at Wausau. As I talked with John I learned that he had donated a 1929 Velie Monocoupe to the EAA Aviation Foun dation . I learned that all of John and
The logo of the Hay Meadow Flyers, EAA Chapter 640, which is made up of many flyers in the area. This group puts on the finest Ski Plane Fly-In in all of Wisconsin.
Berdina's sons are involved in aviation. Allen and Clifford work at Hay Meadow Field, Lyman is a commercial pilot and mechanic, and Aaron is an airline em ployee. A daughter, Barbara, enjoys rid ing in the airplanes, just like her mother. The Hatz's generally sponsor two fly ins a year at Hay Meadow Field . One - a ski plane fly-in - is held the sec ond weekend of February each year. The second is held sometime during the month of July and features antique and
Beautiful Hay Meadow Airport looking west along the smooth sod runway. In the back ground are the hangars and shop where John Hatz and his crew do their inside work. This is rural America at its very best!
classic airplanes. As John and I talked he showed me pictures and articles that had been writ ten about them in the past year. I could tell that this family was well known throughout the Midwest. I asked John if he had a little time to take me for a ride in one his planes and he said , "Of course!" I told him I'd always wanted a ride in an open cockpit biplane and he said , "I have one over in the other hangar we could go up in it." As we walked to the hangar I noticed two other planes in it - a Piper Cub which they just finished restoring and a 1928 Waco - and the biplane that we were going to take a ride in. John calls it the Hatz Special, "Happiness". I put on a jacket as it was cool that morning, then John made my day by handing me a leather helmet with goggles attached , just like they wore in World War II. I was so excited about getting into an open cockpit biplane with the leather helmet, I felt like I was in another world . As we taxied down the grass air strip, I felt like a queen . We flew over the village of Gleason and I recognized some of the farms. It was a delightful flight. By the time I left John and his little empire of airplanes, a neighbor had come over and needed the use of one of his planes to look for some cattle that had strayed off into the woods . John's son Allen took them up to look. I will never know all the goodness John has put into aviation, but I'm find ing out more everyday. As we drove away from Hay Meadow Field, I felt very satisfied with what I found - a family that was really friendly and John, a pilot and instructor, in his own little empire. And he flies just for fun . • VINTAGE AIRPLANE 25
WELCOME NEW MEMBERS
The following is a listing of new members who have joined the EAA Antique/Classic Division (through October 21 , 1987). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.
Craft, Kenneth L.
Santa Barbara, California
Strick, Benjamin T.
Cocks, Eric H.
Corona Del Mar, California
Ft. Lauderdale, Florida
Selkirk, Manitoba, Canada
Foley, Ken F.
Gilliland, William L.
Quebe, Raymond J.
Santa Cruz, California
Foley, Joseph Edwin
Klein, Fred R.
East Sound, Washington
Colorado Springs, Colorado
Tollett, Thomas V.
Marble Falls, Texas
Albright, Ralph N.
Wesenberg, Donald R.
Tylenda, John R. A.P.O. New York, New York
Borath, Ernest F.
Major, Don D.
Crescent City, California
Jordan, William Tomas Lee
St. Charles, Missouri
Edenton, North Carolina
Dickinson, Jim Paul
Patterson, Robert W.
Boynton Beach, Florida
Brampton, Ontario, Canada
Hendricks, C. Michael
Cass, Gerald C.
Pruchnis, Albert B.
Carlsbad, New Mexico
Vander Lugt, Tunis
De Van Jr., William L.
Davis, Jeffrey R.
EI Cajon, California
Mount Holly, New Jersey
Stanton Jr., James R.
Shirley, Jess G.
Ocean City, New Jersey
Fort Bragg, California
Swanson, Kyle G.
Mount Gravatt, Queensland,
Clure, Lawrence A.
Mission Hills, California
Toronto, Ontario, Canada
Columbia, South Carolina
Rose, Daniel J.
Winnipeg, Manitoba, Canada
New Baltimore, Michigan
Tendlck, Ted O.
Rawlings, David E.
Williams, Franklin T.
Clifton, Patty R.
Walnut Creek, California
Santa Barbara, California
26 JANUARY 1988
Ridenour, Edwin E.
Neeves, Brian J.
Blackburne, J. A.
Byers, Thomas C.
College Park, Georgia
Reichek, Edward R.
Valley Forge, Pennsylvania
Comstock, G. Kenneth
Donaldson, John A.
Simmonds, Don M.
Mercer Island, Washington
Hodges, William T.
Andersonville , Georgia
Sharp, Milford G.
Field, Harold S.
Windh, Peter L.
Dezendorf, Thomas C.
Stagner, Robert E.
Sagerser, James A.
Poplar Bluff, Missouri
Smith, Dennis R.
Laconia, New Hampshire
Mineral Point, Wisconsin
Sault Ste. Marie, Ontario
Griffin, Jimmy C.
Bergsmann, Robert E.
Heriot Bay, British Columbia
Lieb, Tom Redondo Beach, California
Asplundh, Barr E. Fort Washington, Pennsylvania
Smythe, David Roseville, Minnesota
Gordon, Eugene C.
Crumpler, North Carolina
Janousek, Joseph O.
Meyer, John E.
Chevy Chase, Maryland
Bohlmann, Melvin Valparaiso, Indiana
Eckel, Mark G. Crystal Lake, Illinois
Ladd, Larry S. Floyds Knobs, Indiana
Krysiak, Richard C. Atlanta, Georgia
Sell, George J. Oshkosh, Wisconsin
Murray, Raymond East Aurora, New York
Anderson, Thomas P. Los Angeles, California
Holman, Daily A.
Guest, Roger R.
Santa Barbara, California
Bakula, Mark Muskego, Wisconsin
Vieaux, James M. Park Forest, Illinois
Reid, David W. EI Dorado, Alabama
Wing, Jerold D. Cheyenne, Wyoming
Moore, Donald L. Sedalia, Missouri
Melvin, Kenneth E. W. Beaverton, Oregon
Finerty, Duane J. Troy, Michigan
Berkman, Herbert R. Canoga Park, California
Corvallis, Oregon â€˘
Allender, J. Reverdy Bothell, Washington
Plendl, Bruce R.
Robles Jr., Marion W. Lakeland, Florida
Asheville, North Carolina
Arnold, M. Lee
Gilpatrick, Robert J.
So Daytona, Florida
Godfrey, James D.
Jewett, Dale P.
Hutchinson, Kansas VINTAGE AIRPLANE 27
by George A. Hardie, Jr.
This neat little monoplane is evidently a two-place, possibly a side-by-side. It appears to be a modification of an ear lier design. The photo was taken at Bowman Field, Louisville, Kentucky in the early 1930s and was submitted by Ed Peck of Waddy, Kentucky, who is compiling a history of the field. Answers will be published in the April , 1988 issue of THE VINTAGE AIRPLANE Deadline for that issue is February 10, 1988. The Mystery Plane in the October, THE VINTAGE 1987 issue of AIRPLANE was the Populair. Charley Hayes of Park Forest, Illinois writes : "As I recall, it was a one of a kind which never received an ATC. It was powered by a Chevrolair engine. "
The photo was taken from an ad that appeared in the April, 1930 issue of Popular Aviation. The airplane was built by the Earl Aviation Corp., Ltd. , a closed corporation located at Los Angeles, California. It was to be shown at the New York Aircraft Salon in May of that year. Excerpts from the ad show the confidence the company had in their new design : "To a plane-wise public and a world of pilots and executives accustomed to flying and selling good airplanes, POPULAIR makes its bow at the New without York Aircraft Salon apologies. "The POPULAIR is everything you demand in a two-place sport training
Letters TO The Dear Gene (Chase), I meant to write you for some time regarding the modern day aviation nomenclature composed and used by the younger generation in aviation today. The nomenclature and terminology is rather demeaning and degrading of the golden age era of airplanes. As the elder of the Rezich brothers, I have been around airplanes going on almost 60 years. And we used proper terminology in those days and now. I can immediately identify a "Johnny come lately" when he uses terms such as: Number one - Ragwing. I never saw an airplane covered with rags. They were covered with expensive and durable flytex Irish linen or cotton fabric. We also kept our airplanes inside and never let them deteriorate to rags. The proper term is fabric covered airplane. Newspapers used to call them can vas covered and still do, but that's par 28 JANUARY 1988
plane. It embodies a new high perfor mance at a low, readily saleable price. "In the production of the POPULAIR, the Earl Aviation Corporation, Ltd. had a definite purpose in view - to create a small plane of superior type to any thing in the field of simi lar character. How splendidly this aim has been achieved can well be realized upon in spection, study of specifications and demonstration of performance." But as Dave Hatfield remarked in his scrapbook, "The POPULAIR did not be come popular." Too bad, for it was an attractive design. Additional correct answers were re ceived from Ted Businger, Willow Springs, Missouri; Dave Gauthier, Au burn, Washington ; Ben Bowman, Elizabethtown, Pennsylvania; Wayne Van Valkenburgh , Jasper, Georgia; Roy Cagle, Juneau, Alaska ; and Emil Strasser, Hawthorne, Georgia . •
Edito~ .~~~ .. ..
for the course for news people. Number two : Tail feathers. I never saw feathers on an airplane except when sparrows got inside the wing or fuselage. The proper term is tail group or empennage. Number three : Taildragger. To me the tail flys as fast as the nose. In my day when the tail was dragging, the airplane was not fit to fly, It was drag ging on the tail post because of a tail skid or tail wheel failure. Number four: Bipe. What in the h is a bipe? Sounds like some kind of squeemy animal. The proper name is biplane, monoplane or triplane, de pending on which it is. Number Five: Tu Holer. Sounds like someone punched some holes in the fuselage or wings. The only time I saw holes in an airplane is when the inspec tors used to cut holes in new fabric to look inside. The proper term is open cockpit, one place, two place or three place.
Number Six: Round Engine. The proper term is radial engine. There ac tually was a round engine built for air craft use where the cylinders were parallel to the crankshaft operated on a wobble plate principle. I doubt if any of the younger gneration has ever heard or seen one. There were only a few built. It was a six-cylinder barrel type engine, liquid cooled . Then there is the forever misclassifi cation of center section riders as wing walkers. They don't go anywhere. They are strapped to a mast and that's where they stay. You might publish this as the opinion and remarks of an old timer. Best regards, Mike Rezich (EM 510, NC 2239) 6424 So. LaPorte Avenue Chicago, IL 60638 •
Where The Sellers and Buyers Meet...
25e per word, 20 word minimum. Send your ad 10
The Vinlage Trader, Willman Airfield
Oshkosh, WI 54903-2591.
AIRCRAFT: 1940 Porterfield CP-65 - IT 3900, Engine IT 700, TSMOH 250. Recent restoration 1987. Stits 1977 new paint and many new parts. Annual Sep tember 1987. $9500.00918/455-0061. (1-1)
ACRO SPORT - Single place biplane capable of unlimited aerobatics. 23 sheets of clear, easy to follow plans includes nearly 100 isometrical draw ings, photos and exploded views . Complete parts and materials lisl. Full size wing drawings. Plans plus 139 page Builder's Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing $15.00. The Technique of Aircraft Building $10.00 plus $2.00 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.
SWISS WATCH REPLICAS! - Wholesaler! Pub lic Welcome! 100% satisfaction. Exchange guaran teed! Goldplated! Warranty! Good weight and color! Fabulous Promotion and Gift item! PROMO TIONAL NEW YEAR SPECIAL! Limited time offer! Order! Call! 404/963-3USA. (4-6) 50-Year Collection of books, T.O.'s, engine man uals, magazines, parts, models, memorabilia. List $1 .00. Frank Strnad, Box 173A, Northport, NY 11768. (1-1)
PLANS: POBER PIXIE - VW powered parasol- unlimited in low-cost pleasure flying. Big, roomy cockpit for the over six foot pilot. VW power insures hard to beat 3'/2 gph at cruise setting. 15 large instruction sheets. Plans - $60.00. Info Pack - $5.00. Send check or money order to : ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.
Enjoy a VHS video flight with Donna and I around the border of the U.S. in our J-3 Cub. See Nova Scotia, New York City, Kitty Hawk, Key West, lost in Texas! MI. SI. Helen, Expo '86. 12,788 miles, 61 days, camping under the wing. $36.00 ppd, or book and color pictures, $10.00 ppd. Make good gifts! Phil Michmerhuizen, 186 Sunset Drive, Holland, MI 49423. (12-2)
WANTED: WANTED: Oid aircraft and engine manufacturers nameplates for private collection. Will buy or trade. Frank Strnad, Box 173A, Northport, NY 11768. (1-1)
THE CHOICE OF THE GRAND CHAMPION WINNERS
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Complete interior assemblies for do-it-yourself installation.
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• Cushion upholstery sets • Wall panel sets • Headliners • Carpet sets • Baggage compartment sets • Firewall covers • Seat slings • Recover envelopes and dopes
Delle/oped and Manufactured Under an FAA-PMA e.pec/ally lor Polye.ter Fabric on Aircraft, Not Modified Automot/lle Finishes, Water Borne House Paint, or Tinted and Re/abled Cellulo.e Dope Will Not Support Combust/on Lighte.t COllerlng Approlled Under FAA-STC and PMA Mo.t Economical COllerlng Material. Con.,der'ng Yea,. of Trouble Free Seflflce No Fa/.e or MI.'eadlng Adllertls/ng ClaIm.
259 Lower Morrisville Rd ., Dept. VA Fallsington, PA 19054 (215) 295-4115
VIDEO TAPE AVAILABLE
FABRIC COVERING WITH RA Y STITS Spon.ored by EAA Aviation Foundation. Before Making Expensive Mistakes, See This Tape and Learn How to Do It Right the First Time. $49.95. Also Direct from EAA (1 -800-843-3612), and from Slits Distributors.
WRITE OR PHONE FOR FREE Sample of High Strength, Very Smooth 1.7 oz Patented Polyester Fabric Developed Especially for Aircraft Covering Manual #1 with Detailed Instructions for FabriC Covering and Painting Aircraft for CorrOSion Control Latest Catalog and Distributor List.
Free catalog of complete product line. Fabric Selection Guide showing actual sample colors and styles of materials: $3.00.
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STITS POLY-FIBER AIRCRAFT COATINGS ~ P.O. Box 3084-V, Riverside, CA 92519
Phone (714) 684-4280
VINTAGE AiRPLANE 29
SEE JANUARY '88 SPORT AVIATION FOR DETAILS .
It's for Everyone!
See this priceless collection of rare, historically significant air足 craft, all imaginatively displayed in the world's largest. most mod足 em sport aviation museum. Enjoy the many educational displays and audio-visual presentations. Stop by - here's somet hing the entire family will enjoy. Just minutes away!
SEE JANUAR Y '88 SPORT AVIATION FOR DETAILS .
HOURS 8:30 to 5:00 p.m. Monday thru Saturday 11 :00 a.m. to 5:00 p.m. Sundays Closed Easter. Thanksgiving. Christmas and New Years Day (Guided group tour arrangements must be made two weeks in advance).
CONVENIENT LOCATION The EM Aviation Center is located on Wittman Field. Oshkosh. Wis. - just off Highway 41. Going North Exit Hwy. 26 or 44. Going South Exit Hwy. 44 and follow signs. For fly-ins - free bus from Basler Flight Service.
EA~ ~ FOUNDATION
Wittman Airfield Oshkosh. WI 54903-3065 414-426-4800 30 JANUARY 1988
Gerry Miller, A&P, lA, widely known and recognized in the Antique and Classic circles of the light aircraft industry for outstanding, award winning, restorations of WACO's over the past 25 years, is expanding his facilities to general aircraft. Utilizing his knowledge and expertise in woodwork, metal and fabric application, a completed aircraft will exceed any expectations. Museum restorations as well as "Air Show" masterpieces will be considered. Now accepting selected projects.
Please submit details to:
3320 Northridge, Grand Junction, CO 81506
You've borrowed a buddy's air plane to fly the family to a re mote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much better. But what if your flight doesn't go as planned? AVEMCO wants you to be a protected pilot. Be fore you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available. In most cases, the owner's in surance protects him, not you. If you have an accident, it is prob able that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss. Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the industry. We can even bind your insurance right over the phone. Be a protected pilot. Call AVEMCO today, toll-free.