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STRAIGHT

AND

LEVEL

by Espie "Butch" Joyce

W e have a local airport in North Carolina with a 3,000- by 200-foot grass runway. The airport has a restau­ rant known as the Airport Drive-Inn. On any given Saturday with good weather, there will be as many as 50 aircraft landing at lunchtime. Everyone will be wandering around visiting with each other, taking buddy rides and hav­ ing a good time . Amazing to me is how all of this activity takes place without a control tower. Airplanes land and take off in an orderly and safe fashion. It is at this same restaurant that the hard core meets at night, drinks coffee, reads Trade-A-Plane and talks airplanes . One night everyone agreed that what we needed was a Cub. Ace , my partner in several aircraft, took the lead. We found a Cub in Minnesota that we could buy for $5,000 (you can tell this was a few years ago). Everyone agreed, for the sum of $500 each, it could be ours. That's right, ten partners. On the phone, the owner ag­ reed to deliver his prize the following week-end. On Sunday afternoon, we saw a red-and-cream J-3 arrive from the northwest. The airplane was no trophy winner, but it was a good fly­ able Cub . With the business taken care of, the man from Minnesota bought himself a $300 car, threw in his sleeping bag and headed home. The locals spent the bal­ 2 MARCH 1989

ance of the day taking tums flying the Cub. Over the years, this airplane has "be­ longed" to approximately 30 people ­ only a few of the original partners re­ main involved . I am proud to be one of them. The Cub has been responsible for many people being able to solo and go on to further their aviation careers. One of these people is now flying a King Air 200. During this time period, we had to rebuild the red Cub. This project lasted about a year with everyone pulling his weight and having a good time. The project provided a good amount of fel­ lowship and the result of our labor was lasting friendship and a trophy-win­ ning Cub. As far as I am concerned, the red Cub will be around for a long time . My daughter, Sarah keeps measuring her legs each week to see if she can reach the rudder pedals yet. I have a feeling that it will not be long before I'm in trouble. I wonder if William Piper had any idea that his airplanes built in the I 940s would still be flying today, giving so much joy to so many . Our little "Cub Club" is a perfect example . Two of our group are discussing taking the Cub to the EAA Sun 'n Fun Fly-W at Lakeland, Florida. Thoughts of ~ub flying bring me around to spring and the beginning of many good flying days.

I would like to encourage everyone to attend the EAA Sun 'n Fun Fly-in at Lakeland . The dates are April 9 to April 15. This is a great event, very well managed with a lot of sunshine and warm temperatures. Billy Henderson, the ramrod of Sun 'n Fun has written me with the follow­ ing information: This year, for the first time, there will be three evening air­ shows in addition to the daily shows . The evening shows will be Wednes­ day, Thursday and Friday. The An­ tique/Classic Headquarters -will be moved to a more prominent area facing the flight line . The A/C parking area has been reworked for better drainage. There will be an additional parking lot and also a new building will be in place. The Sun 'n Fun Aviation Foun­ dation will have permanent displays set up. There's a lot happening in Lake­ land. You will really enjoy this kick­ off to the summer fly-ins. At the February board meeting of the Antique/Classic directors, we began laying the groundwork for EAA Oshkosh '89 activities. Any input from the membership is welcome so send me any ideas that you may have . We'll be finalizing our activities at the May meeting. Let's all pull together in the same direction for the good of aviation . Join us and have it all. •


PUBLICATION STAFF PUBLISHER

Tom Poberezny

Tti~

VICE-PRESIDENT

MARKETING & COMMUNICATIONS

Dick Malt

EDITOR

Mark Phelps

MARCH 1989 • Vol. 17. No.3

ART DIRECTOR

Mike Drucks

Copyright '" 1989 by the EM Antiquel Classic Division, Inc. All rights reserved.

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen

Dick Cavin

Contents

FEATURE WRITERS

George A Hardie, Jr.

Dennis Parks

2

Straight and Levellby Espie "Butch" Joyce

EDITORIAL ASSISTANT

Carol Krone

4

A/C News/compiled by Mark Phelps

5

Vintage Literaturelby Dennis Parks

7

Letters to the Editor

STAFF PHOTOGRAPHERS

Jim Koepnlck

Cart Schuppel

Jeff lsom

EM ANTIQUE/CLASSIC DMSION, INC. OFFICERS President Esple "Butch" Joyce 604 - Hwy. Street Madison, NC 27025

VIce President M.C. "Kelly" VIets RI. 2, Box 128 Lyndon, KS 66451

919/427-0216

913/828-3518

Secretary George S. York 181 Sloboda Ave. Manstleld, OH 44906

Treasurer

E.E. "Buck" Hilbert

P.O. Box 424

Union, IL 60180

10

Time Capsulelby Mark Phelps

12

C-2 Restoration : A Journal- Part 2 Iby George Quast

18

Special Deliverylby Andrew Ki ng

25

Pass It To Buck/by E. E. "Buck" Hilbert

28

Planes and People/Publicity Committee

29

Welcome New Members

Page 18

815/923-4591

419/529-4378

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

John S. Copeland 9 Joanne Drive Westborough, MA 01581

Philip Coulson 28415 Springbrook Dr. Lawton, MI 49065

William A Eickhoff 41515th Ave, N.E. St. Petersburg, FL 33704

30

Members' Projectslby Norm Petersen

31

Vintage Trader

508/366-7245

616/624-6490

813/823-2339

Chartes Harris 3933 SOuth Peoria P.O. Box 904038 Tulsa, OK 74105

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

9181742-7311 Dale A Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278

Robert D. " Bob" Lumley N104W20387 Willow Creek Rd Colgate, WI 53107

317/293-4430

4141255-6832

Arthur R. Morgan 3744 North 51st Blvd Milwaukee, WI 53216

Gene Morrts 115C Steve Court, RR 2 Roanoke, TX 76262

4141442-3631

817/491-9110

Daniel Neuman 1521 Beme Circle W. Minneapolis, MN 55421 6121571-0893

S.H. 'Wes" Schmid 2359 LeteberAvenue Wauwatosa, WI 53213

Page 25

35

Mystery Planelby George Ha rdie Jr.

FRONT COVER ... "WHIZ BANG" is the given name ot Paul Neuman's mint J-3 Cub based at Belz Airport in Blisstield, Michigan. Paul D. Neuman, Paul's son, is the tront·seat pilot giving some dual to 15-year­ old student pilot, Ke~h Stanbery ot Toledo, Ohio. (Photo by Paul Neuman) BACK COVER ... No explanation is necessary tor this 1930s photo trom the EM Archives.

4141771-1545

DIRECTOR EMERITUS SJ. Wittman

7200 5.E. 85th Lane

Ocala, FL 32672

9041245-7768

ADVISORS John A Fogerty Steven C. Nessa RR 2, Box 70 2009 Highland Ave. Roberts, WI 54023 Albert Lea, MN 56007 7151425-2455peter Hawks 507/373-1674 Sky Way BId, Suite 204

655 Sky Way

san Carlos Airport

san Carlos, CA 94070

4151591-7191

The words EAA, ULTRAliGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, and !he logos of EXPERIMENTAl AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAl

CONVENTION, EAA ANTIQUE/CLASSIC DIVISION INC., INTERNATIONAl AEROBATICCLUB INC., WARBIRDS OF AMERICA INC., are registered trademar1<s. THE EAA SKY

SHOPPE and logos of !he EAA AVIATION FOUNDATION, INC. and EAA ULTRAliGHT CONVENTION are trademarks of !he above associations and !heir use by any person other

than !he above associalions is slrdfy prohibited.

Editorial Policy: Readers are encouraged 10 subm~ stories and photographs. Policy opinions expressed" articles are solely !hose of !he authors. Responsibility for accuracy in

reporting rests entirely with !he contributor. Material should be sent 10: Editor, The VINTAGE AIRPLANE, Willman Airlield, 3000 Poberezny Rd., 0sN<0sh, WI 54003-3086. Phone:

4t4l42&4800.

The VINTAGE AIRPLANE(ISSN 009t -6943) ~ published and owned exclusively by EAA AntiquelClassic Division, Inc., of !he Experimental Aircraft Association, Inc. and ~ published

monlh~ al Willman Airfield, 3000 Poberezny Rd., Oshkosh, WI 549()3.3086. Second Class Postage paid at Oshkosh, WI 54901 and additional maiing offICes. Membership rales for

EAA AntiquelClassic Division. Inc. are $18.00 for cunenl EAA ~ for 12 monlh period of which $12.00 ~ for !he publicalion of The VINTAGE AIRPLANE. MerOOersNp ~ open

to all who are imerested in avialion.

ADVERTISING - AntiquelClassic Division does not guarantee or endorse any proOOct oHered Ihrough oor advertising. We invite conslructive critcism and welcome any report of

inferior merchand~ obtained Ihroogh oor adverti~ng SO tha1 corrective measures can be taken.

POSTMASTER: Send address changes to EAA AntiqueIClassic Division, Inc., IMttman Airfield, 3000 Poberezny Rd., Willman Aifield, Oshkosh. WI 54903-3086.

VINTAGE AIRPLANE 3


Compiled by Mark Phelps CHAPTER #1 HOSTS AT SUN 'N FUN The EAA Antique/Classic Division Headquarters at the Sun ' n Fun EAA Fly-in will be located, as usual , in the little wood house in the Antique/ Classic aircraft parking area . Your hosts will be the Antique/Classic Chapter #1 , also known as the Florida Sport Aviation Antique and Classic Association , which is based at Lake­ land . We would like to invite all of you to come by and visit awhile. We are planning some interesting ac­ tivities. So check with us upon arrival for the activities schedule. We'll save you a seat on the porch swing where you can enjoy that wonderful Florida sunshine . - Sandy McKenzie , Presi­ dent.

1989 EAA SCHOLARSHIP PRO­ GRAM Scholarships and awards ranging from $200 to full degree programs are offered through the EAA Aviation Foundation. The goal of the EAA Avi­ ation Scholarship Program is to en­ courage, recognize and support excel­ lence in students pursuing knowledge of the technologies and skills of avia­ tion. Annual scholarships provide out­ standing individual s demonstrating fi­ nancial need with assistance to ac­ complish their aviation goals. Appli­ cants should be well-rounded individu­ als involved in school and community activities as well as aviation. The academic records of applicants should verify their ability to successfully com­ plete the educational activity for which the scholarship is requested . Applica­ tions for the 1989 EAA Scholarship program must be completed and sub­ mitted by May I. All application mate­ rials mu st also be rece ived at EAA by May I. For application materials and further information , please contact EAA Education Director, Chuck Lar­ sen at EAA Headquarters, 414/4264800. 4 MARCH 1989

EAA MONOCOUPE COVERED EAA staff member Tracy Johnson has the EAA Air Adventure Museum's Monocoupe looking good. She re­ cently fini shed covering and painting the fuselage and the wings are almost ready for silver. EAA staff member Bruce Jovaag disassembled the engine and preserved its entire insides before reassembling it and painting the ex­ terior. It's ready to go back on the red airplane . The cream and Monocoupe is really beginning to shape up and EAA Director of Aircraft Maintenance, Daryl Lenz says that , "Tracy deserves a lot of the credit for it. "

PISTON FLEET AGING In its annual review of the state of the industry, the General Aviation Manufacturers Association reported that the average age of a single-engine piston airplane is 22 years. The spread of numbers indicates that more older airplanes are being restored and stay­ ing on the books longer while fewer new ones are being built - a surprise to no one. That means that antique and classic aircraft are making up an in­ creasingly larger percentage of the general aviation fleet. More and more potential aircraft owners are discover­ ing that a classic airplane is a relatively inexpensive route to aircraft ownership with the added benefit of the satisfac­ tion in owning such a piece of aviation history .

CLARENCE CLARK, 1904 - 1988 Clarence Clark, Travel Air test pilot of the late 1920s, died in Bartlesville, Oklahoma on December 31, 1988. He was 84 . As production test pilot, he flew virtually every Travel Air that left Walter Beech's factory from 1925 until 1930. These included the Mystery Ship racers, Dole Race-winner, Woo/aroc and the prototype Staggerwing. After leaving Travel Air, Clark became a corporate pilot for Phillips Petroleum, flying company airplanes from Ford Trimotors to Falcon jets. Although he suffered a stroke some time before his death, Clarence still attended QB meetings in Tulsa on a regular basis and former editor of VINTAGE AIRPLANE Gene Chase reports that he spoke with Clarence at such a meeting on December 2 . •

CALENDAR OF EVENTS MAY 6-7 - Winchester, Virginia . EAA Chapter 186 Spring Fly-in at air­ port. Trophies for winning show plan­ es . Pancake breakfast Sunday . Conces­ sions. Apple Blossom Festival down­ town. All welcome . Contact George Lutz at 7031256-7873. MAY 21 - Benton Harbor, Michi­ gan. Third annual Fly-in breakfast , warbirds, boat show, classic car show and trophies for aircraft. Sponsored by EAA Chapter 585, A VSA T Aviation and Twin Cities Airport . Contact Al Todd, PO Box 61, Stevensville, Michigan, 49127 Telephone 616/429­ 2929 . MAY 26 - 28 - Afton , Oklahoma. The Third annual Twin Bonanza As­ sociation convention at the Shangri La Resort. Contact Richard Ward, Twin Bonanza Association , 19684 Lakeshore Drive, Three Rivers , Michi­ gan 49093 Telephone 616/279-2540. JUNE 23 - 25 - Pauls Valley , Ok­ lahoma . Greater OKC Chapter of AAA Fly-in. Great facility for Fly-in and camping . Close to motels. Contact Harry Hanna at 405/946-4026 , or Bud Sutton at 405/392-5608 . JUNE 22 - 25 - Mount Vernon, Ohio . 30th Annual Waco Reunion. Wynkoop Airport. Make your reserva­ tions at the Curtis Motor Hotel, just one mile from the airport, 1-800-828­ 7847 , or (in Ohio) 1-800-634-6835 . There will be no Waco fly-in at Hamil­ ton this year. For more information , contact National Waco Club , 700 Hill Avenue, Hamilton, Ohio 45015 . JUNE 24 - 25 Orange Mas­ sachusetts. EAA Chapter 726 New En­ gland Fly-in and antique engine show . Two runways, 5,000- by 150-feet, trophies, flea market and food . War­ birds welcome . Contact Joe Smolen, 413/498-2266. OCTOBER 5-8 - Pauls Valley, Ok­ lahoma. International Cessna 120-140 Association Fly-in Convention. Fifty miles south of Oklahoma City on J-35. Fly-outs, games and fun for all . Close to motels and shopping mall . Excellent camping facilities on field. Contact Bud Sutton at 405/392-5608 . •


Sixty Years Ago

The Technical Literature of 1929

()uring 1929 the American aviation industry experienced the most stupen­ dous period of growth in its history . More than 180 new aircraft received type certificates during the year. Pro­ duction in American aircraft plants reached the highest peak in its history with over 6,000 aircraft produced. This represented a production increase of 51 percent more than the previous year. All together over half a billion dollars was invested in an industry that employed more than 100,000 people . On the technical side, the year also saw the introduction of the then so called "Super-Transports." The size of airliners doubled, tripled and even quadrupled from those in general use on the airlines . Four such aircraft were type certificated in 1929; the Boeing 80-A (18 passengers); Keystone Patri­ cian (18 passengers); the Fokker F-32 (30 passengers); and the Consolidated Commodore (22 passengers). Consolidated was also in the fore­ front of another design trend with the development in 1929 of the Fleetster which had an all-metal monocoque fusleage and a Hornet engine equipped with a NACA low-drag cowling. The Guggenheim Safe Aircraft Competi­ tion for foolproof aircraft stimulated attention to the use of slots, spoilers and flaps. And on the other end of the performance spectrum the Travel Air Mystery Ship flew at over 240 mph at the National Air Races.

NACA REPORTS The National Advisory Committee on Aeronautics (the predecessor to NASA) turned out more than 100 Re­ ports, Technical notes, and Technical Memorandum during 1929. It was an era of important research and one of

the most far reaching was the work re­ ported in Report #313 and Report #314 - "Drag and cooling with various forms of cowling for a Whirlwind ra­ dial air-cooled engine." This was the research authored by Fred Weick that developed the NACA cowl. The tests examined many engine cowl designs, the best of which en­ closed the entire engine. This arrange­ ment showed a drag reduction of 60 percent over that of an uncowled en­ gine. This was quite an improvement when research showed that an un­ cowled J-5 Whirlwind tripled the drag of an average sized cabin fuselage with a rounded nose. Another report covered speed and deceleration trials of the USS Los Angeles . It seems the airship did not perform as reported during the original Zeppelin trials in Germany so tests were carried out to establish accurate figures. A water recovery system had been added to the engine nacelles by the U.S . Navy and that appeared to ac­ count for most of the discrepancy. Top speed during the tests was recorded at 68 knots and the coefficiency of drag at .0245 which seems quite amazing for something of its size. In compari­ son the Sikorsky XP-41 of 1938 was listed as having a coefficiency of drag of .027. Other reports on the Los Angeles in­ cluded pressure distribution tests and stress & strength tests. Also appearing during the year was part VI of the fa­ mous series "Aerodynamic Charac­ teristics of Airfoils." Technical Notes during the year in­ cluded studies dealing with boundary layer control. Some reports were: "Wind-tunnel tests on airfoil boundary layer control using a backward opening slot" and "Experiments with a wing model from which the boundary is re­ moved by suction. Other new developments under

study during the year were: cantilever wings; metal construction; seaplane floats; and the use of wheel brakes.

SAE TRANSACTIONS Another source of technical studies was the Aeronautical Section of the So­ ciety of Automotive Engineers whose reports where printed in the annual Transactions volume. Many well known aeronautical engineers be­ longed to the society . In 1929 William B. Stout was Vice President for Avia­ tion Engineering. Other members at this time included Virginius Clark and James H. (Dutch) Kindelberger. One of the reports from the SAE was of "Spinning Characteristics Airplanes" by Dr. Michael Watter a

Airplane in a Normal and a Flat Spin VINTAGE AIRPLANE 5


design engineer with Chance Vought. In the report the author discussed the causes and nature of spinning airplanes and measures of prevention. In his conclusion he stated "I believe that we do not possess definite data which would enable us to design airplanes incapable of dangerous spins; nor do we know of any means which would assure a certain recovery." In another report Lt. Carl B. Harper of the US Navy reported on spin recov­ ery tests on naval aircraft equipped with Handley Page automatic slots. He emphasized the importance of such studies as spins were responsible for 45 percent of fatal airplane accidents in the Navy during the preceeding five years. In a test with a Vought Corsair, when the slots were unlocked in a spin, the one on the low wing opened with a bang and brought the plane out of the spin in half a tum . Another design trend in 1929 was

represented by the four papers about the development of variable pitch pro­ pellers. The authors stated that the use of variable pitch was becoming a necessity with the higher horsepower engines being developed . They also felt that extensive use of the controlla­ ble-pitch propeller was inevitable in the next few years . They also predicted the use of a power control lever com­ bining the throttle and pitch controls. These and thousands of other reports are part of the technical heritage pre­ served in the EAA Aviation Founda­ tion Library .

AIR CORPS INFORMA TION CIRCULARS The Army Air Corps was also doing aviation research and during 1929 pro­ duced 15 technical reports . One of the reports was related to the spin testing carried out by the Navy lIsing slots and

h Scale in Inches

.....- - - - a ------t~

b

Handley-Page Slot 6 MARCH 1989

reported by the SAE. This was a report by the Airplane Branch called "Re­ sume of Investigations made on Hand­ ley Page slots and flaps." The report presented the summary of the very favorable results of the tests in a way that would allow the applica­ tion of the technology to the practical design of slotted wings. Testing was conducted in the air and in wind tunnels. In one series of wind tunnel tests the coefficient of lift on an airfoil went from .00282 with the slots closed to .00602 with the slots open. Another study on wing flutter was carried out at MIT's four-foot wind tunnel. The goal was to determine what conditions caused destructive oscilla­ tions in internally braced wings . This was important because of the increas­ ing use of cantilever monoplanes. No solution, either analytical or experi­ mental, existed. The results of the tests were not promising. "Practical design methods to preclude wing flutter requires a knowledge of at least the trends of the principal components of this law. At­ tempts have been made to express the law mathematically, but the results of these attempts promise little in practi­ cal solution of the design problem ." Another report available during 1929 was an analysis of aircraft acci­ dents in the Air Corps. Some of the conclusions were that mechanical fail­ ures were among the least important causes of accidents. Pilot errors consti­ tuted the major cause of fatal accidents and the introduction of the parachute had considerable effect in reduction of fatalities . There was also a marked relation­ ship between number of hours flown and the accident rate of pilots. The ac­ cident rate was half as great for pilots who fly more than 50 to 100 hours an­ nually as for those who fly less than 50 hours. Since 1920 fatal spins due to pilot error were shown to be much more prevalent than any other kind of fatal accident. •


Dear Joe, Thanks very much for your letter and photos . As a young man, I also envied those who raced all those fine airplanes and it certainly added to my enthusiasm and gave me so much sup­ port for the little that we've been able to accomplish today. Again, thank you . Sincerely, Paul

HOLD THAT TIGER Dear Editors , Leon WeIchel's Moth on the back cover of the January, 1989 issue is a DH 82a Tiger Moth, not a Gipsy Moth . The engine is a Gipsy Major. The unit markings on Leon's plane reflect this aircraft's history in the RAAF. It does present an interesting contrast with Concorde. Sincerely,

James Fowler (EAA 70114, A/C 2293)

Houston, Texas

THE HEAT IS ON Dear Mark Phelps, VINTAGE AIRPLANE just seems to be getting better and better all the time with tales of fixing and flying our old airplanes, and going back in time with pictures and stories of the men and machines of yesteryear. Keep it up and maybe one day we can join the An­ tique/Classic Division and take Sport Aviation as an option? Reading Norm Petersen's "A Mid­ winter Fly-in Festival" (January, 1989) put me in mind of the winter of 1977/ 78 in Iowa, my first in very cold weather with an old T-Craft . After many starting problems, I was told by an old-timer how to make a pre-heater using car exhaust. I did and it worked great. The picture shows the same pre­ heater, airplane and car in 1989. I don't use the heater as much now in Kansas as I did that cold winter in Iowa , but it seems to have held up well and was easy and inexpensive to make so I thought I would pass it along to readers of VINTAGE AIRPLANE.

MEMORIAL

Dear Paul Poberezny,

This is the location of the final rest­ ing place of one of the pilots of the Gee Bee racers who was killed in a crash of the plane on a timed speed trial in 1931. The mausoleum is lo­ cated in Newton, Illinois' cemetery and the marble plate seals the vault of Lowell R. Bayles. I was a sophomore in high school in Oblong, Illinois, 15 miles away, at the time of Lowell's death. Four friends and I played hookey to attend the funeral. We could not even find room in the church and we all stood in the vestibule to be able to hear the memorial service . A re­ markably large group of friends and relatives attended the funeral service. The father of one of our group attended and also arrived late - we admitted we skipped school (as he well knew) . I hope this will help preserve a bit of aviation history of the Gee Bee racers and the Granville brothers. Sincerely,

Joe Wood (EAA 27075)

Robinson , Illinois

this Is a Tiger Moth ... This Is a Tiger Moth . . . This a Tiger Moth . . . This Is ... VINTAGE AIRPLANE 7


Red hot. Heating up a red Taylorcraft with a red VW Karmann Ghia.

The flex tubing is two lengths of home dryer exhaust-vent tubing avail­ able in the home section of most dis­ count stores and the hook-up to the car's exhaust pipes is nothing more than a slip-on made from heating-stove vent pipe and sheet metal and a bit of duct tape here and there . The VW has dual exhausts so I had to put in a Y that normally wouldn't be needed . My Taylorcraft , NC44493 is a J946 BCI2D-1 (outstanding in type , EAA Oshkosh '88 - Ed .) and my Karmann Ghia is a 1971 convertible. Both are

restored in their original red and black

colors and were not painted to match

each other.

Thank you,

John McDonald (EAA 122351, AIC

3674)

Windom, Kansas

DAVIS DELIGHTS Dear Mr. Phelps, I have just read your article, "An Airplane Named Davi s" (December 1988) and it brought to mind many ex­

citing days when I flew a Davis 0 -1 and also an E-2 Cub. In 1938 I was a hot pilot with three hours' solo in an E-2 Taylor Cub owned by H. Weir Cook, whom the Indianapolis airport was named after. Cook was in the 94th Pursuit Squadron with Rickenbacker in World War I. After three hours' solo I bought a 1935 Rearwin Sportster with a 70-hp LeBlond , a tailskid and no brakes. Cook taught us to spin and to enjoy it , so we really got the feel of the airplanes. Spinning was just a part of our daily fun. A hangar friend, Bus Wilbert , said I could fly hi s Davis D-J any time I wanted because it had a similar powerplant (the Davis had a 65­ hp LeBlond) . The airplane had a bad reputation locally with such comments as "the last six fellows who flew it had slightly damaged it in one way or another." We were flyin g out of a grass field - Hoosier Airport on the west side of Indianapolis. It was my intent to taxi the airplane at higher and higher speeds to see if I felt good about handling it. However, after a few attempts, I hit a bump and was unsuccessful in getting the airplane down again. I finally ran out of field and had to keep going. Be­ fore I knew it, I was up and flying . Since I did not know its landing characteristics , I flew the airplane across town to Stout Field , a very large grass field, and made a high-speed ap­ proach and let it slow down a few in­ ches off the ground until I could land

Walter Best aloft In Davis NC 532K. 8 MARCH 1989


it. Then, by recognizing the feel of the airplane after a few practice landings, I flew it back home and was a hero among my peers. This airplane had no airspeed indicator. One day I was challenged to fly the airplane and loop it. I borrowed a parachute and went to 3,000 feet and started . The airplane tucked up so quickly I thought why not spin it going up, for I figured it would eventually fall into a regular spin. When I snapped it going straight up, things happened so quickly that I don't know which way it went. I immediately found myself in a slow-turning flat spin . To retrieve it, I pushed the stick forward and opposite rudder - nothing happened. I tried ev­ erything possible that I could think of with the stick and ailerons. I was too green to know that I should bailout. As a last resort , I opened the throttle wide with the stick straight forward. Since the airplane turned so slowly, the prop blast caught the rudder and elevator, the nose went down slowly and I made a recovery at 800 feet. It shook me up some, but by the time I

got it back to the field, I was calm enough to receive the congratulations of my peers who thought that I was a hot pilot. That day, though, I almost bought the farm. The problem with the Davis was that the engine was so light the plane was very tailheavy. We had to use the trim tab in the full forward position and I believe the horizontal stabilizer actu­ ally was in a lift condition. If I would chop the power while flying slowly, the nose would slowly rise until it fell off toward a spin. If I was going quite fast and let go of the controls, it would try to tuck under toward an outside loop. Previous to this when I would spin the plane, it would slow up, lose aile­ ron control, then I would kick rudder and move into a spin, but without a noticeable break - just a gradual transition into a spin. Then the nose would slowly come up (while in the spin) and I could move the controls forward and back; I could control the nose-down angle of the spin and still be spinning . On the recovery, the

airplane just slowed down in the tum and would dive out but with no notice­ able break in or out. Outside of those experiences, I thoroughly enjoyed flying the wonder­ ful little airplane. The landings were docile; but without an airspeed indi­ cator, you were flying it by the seat of your pants. While sitting behind the wing in an open cockpit, you had the feeling that you were king of the moun­ tain. You had very good visibility and it felt like you were observing the airplane . As you can see from the photographs of the old Davis, the wheels had small, high pressure tires with large diameter. Sincerely,

Walter E. Best (EAA 2499)

Indianapolis, Indiana

The airplane in Walter's pictures, NC 532K is now owned by Cole Palen and is one of the few Davises currently fly­ ing. It can be seen in action at Cole's "Old Rhinebeck Aerodrome" in Rhinebeck, New York . - MP

Walter's company donated all the locks in EM's Oshkosh Museum and Headquarters buildings, including the new Eagle Hangar. VINTAGE AIRPLANE 9


The Tilne Capsule

by Mark Phelps

CUR TISS- WRIGH T CONDOR, YC-30 The Condor was the last of the large biplanes used on airline service in the United States. Transameri can Airlines ordered the first ofch e 15-passenger ships for its " Valley Rou te" 足 Chicago to New York in fi ve hours, 50 minuccs for $47.50. Eastern Air Transport also ordered fi ve of the GR-1820-powered biplanes for its New York to Miami run (/2 hours). "Sleep足 ers" became popular when E.A. T. onicial Eddie Ricken backer earned distin ction as the first passenger to undress and go to bed in a n American airplane. Th e Army watched closely when the Condor underwent certifica tion tes t足 ing resu lting in the deli very of two military ( YC-30) Condors to the Army Air Corps in May 1933. This is apparently one of them . Can anyone explain che Capitol building logo on the fuselage?

deHA VILLAND MOTH Th e de H avilland is unques tionably the airplane chac taught the British Empire to fl y. Designed and developed in 1925, the M oth was th e first widely produced trainer/ sportplane to combine safety of operation and alTordability in a delightfully responsive and fun-to-fly package. Tn 1928, the Moth Aircraft Corp. was es tablished and bega n building airplanes in Lowell, Massachusetts under license from de Ha villand in England. The first 85-hp Gipsy-powered Moth rolled ou t in ea rly summer of 1929 and by year's end, m ore than 120 had been built - a remarkable ach ievem ent. Fly-away-factory price was $4,500. NC 566K was ordered without che "a utomatic slots," a $240 option. Th e com足 pany was later absorbed by the sprawling Curtiss-Wright empire and the airplane was produ ced through 193 1.

A 12 page illustrated catalog of the over 1,000 negatives in the Radtke Collection is now available from the EAA Foundation Archives for $3.00 postpaid. Write : EM Aviation Foundation Library, Wittman Airfield, Oshkosh, WI 54903-3065 or call 1-800-843-3612.

10 MARCH 1989


Radtke Collection #101 5

WACO YKC

Wh en J acobs introduced its 225-hp, seven-cylinder L-4 engine in 1934, W aco bolted one to the front ofa UKC to create the YKG. For th e next three yea rs, th e airplane continued co shed such unnecessary fea tures as wheel pants, bumped cowls and rear cabin windows, lowering its asking price and boosting its utility as a working a;'plane. W aco 's "Custom Cabill "jobs got th e attrntion but the "Standard Cabin" YKC and YKC-S were getting the job done - on EDO 38-3430 floats as weJl as unpanted wheels. Severa l of th e marc spartan ca bin biplanes foulld their way to the Canadian bush, American seacoast and olle as far away as Johann es burg, South Africa.

Radtke Collection # 398

Jimmy Doolittle, traveling man.

Radtke Coll ection # 579

HANSEN SPECIAL Race #14, NR 84Y was the third raci ng airpla ne built by Perry Hanse n , a machini st from Lansing, Mi chiga n. He built and fl ew hi s first racing ship, " Baby Bullet" (a modified H ea th ) in 193 1, before he had his pilot li cense. With Art Davis a nd Walt er Bagni ck at the co ntrols , Ba by Bullet II raced with grea t success behind a 39-hp Continental A-40 in 1932. Ba by Bullet I II , Race #14 hit the circui t in 1934. With Art Davis aga in at th e controls , Race #14 placed second and third at th e Na tional Air Races behind Steve Wittman who won both races. Bill K yso r lOok second in th e other race in th e Ras mu ssen Special. In this photo, Hansen' s racer is park ed beside a fire truck and three ambulances - note the sign " I NVALID COACH" in one ca r' s rea r window.

--~I---

VINTAGE AIRPLANE 11


Augie Wegner and gave me the address of the Antique Airfield in Ottumwa , Iowa . Clifford said there was a C-2 there and he would send a few photos of C-2s that he had.

C-2 RESTORATION:

A JOURNAL

January 31, 1983 My father died on this date. I be­ came the owner of NC 10303 . He left me knowing that the plane was in good hands and that I was discovering friendships with quality people , a group he too had discovered during his lifetime.

February 16, 1983

Part 2 by George Quast (EAA 123836, Ale 8885)

January 19, 1983 I sent off a check for membership dues to the Aeronca Club, which brought a letter and material from Augie Wegner on January 23. Augie re membered seeing NC 10303 at Dawn Patrols (flight breakfasts) in Michigan during the early 1960s . He took a pic­ ture of it on July 8, 1962 at Chesaning , Michigan and met Les Steen who pi­ loted the C-2 . Augie had heard that it was later located in Hutchin son, Min­ nesota and wrote to Noel Allard and Forrest Lovley to see if they had any news of the C-2. Augie gave me the address of Historical Aviation, Eagan, Minnesota . From that address I could

order Jay P . Spenser's book, THE AERONCA C-2 which contained de­ tails on the restoration and history of the National Air and Space Museum's C-2 and is published by the Smithso­ nian Institution Press. Augie men­ tioned John Houser' s name and his ad­ dress was on the Aeronca membership roster. The roster was sent along with the Aeronca Newsletter from June 1982 , January 1983 and Aeronca Club Publications sheet.

January 28, 1983 Clifford Hatz sent a letter and told me about Spenser' s book, mentioned

This photo was taken In 1961 by former pilot of the C-2, Les Steen. The airplane was owned by Doug McClure at the time. 12 MARCH 1989

I had sent a letter to the Antique Airplane Association and received a reply on this date . I am not a member of the AAA and was told they didn't have the manpower to handle all the outside inquiries for help. An invita­ tion to join the AAA was extended to me . Also on this date , I ordered Spenser's book from Historic Avia­ tion. This book became our reference and technical manual. More than 60 pictures of C-2s and C-3s could be found in it with the book divided into three main sections: I. Origins of the C-2; 2. Development of the C-2 and the C-3; and 3 . Restoration of the first production Aeronca. The book was personally signed by Jay Spenser. It begins with the following words from an early Aeronca advertisement;

" 'Last year was epochal in the air­ craft industry,' the Aeronca advertise­ ment of 1930 went. 'lt saw the opening of the great private owner market through the introduction of the first practical light airplane ... the now fa­ mous Aeronca C-2.' "The diminutive C-2 did indeed open an enormous, previously untap­ ped market, winning enthusiastic ac­ ceptance during the latter half of 1930 despite the spreading depression . It was the first American airplane to be affordable, economical, and produced in quantity. In addition, it was easy to fly, required little maintenance for its simple structure or reliable engine, and was devoid of nasty habits to spring on the inexperienced pilot. "The advertisement quoted above is wrong only in that the Aeronca C-2 is not famous, for today it is aLL but for­ gotten. Neither sleek nor fast , it was not a plane to capture the imagination . It won no air races although it set a number of records, and was so small as to look like an overgrown model airplane.


"The significance of the C-2 lies not in what it did but in what it was; this aircraft marks the emergence of gen­ eral aviation in the United States." This book was our how-to manual and as I read through the pages, I dis­ covered how special NC 10303 really was. I received the Aeronca book and showed it to a high school friend who happened to stop out at the municipal airport . His name is Ed Connelly and Eddie is a Gulfstream G-III pilot em­ ployed by Cargill Inc. , a company that deals in ag products . It just so hap­ pened that Ed's next flight was to Washington D.C. and he planned on stopping at the Smithsonian. He took the book and I asked him to take a picture of the Smithsonian's C-2 for me. I waited to see the photos , only to be told that the C-2 was not at the main museum but was at the storage facility at Silver Hill, Maryland. Ed was going back to the D .C. area in a few weeks with his wife, Betsy and he has already made arrangements to go this time to Silver Hill. One spring-like day in March, the hangar bums stripped all the fabric off the fuselage and wings . I didn't know they had done it and when I first saw what was left of the plane it looked like the buzzards had picked the car­ cass clean. The project made the Mailbag news in the April issue of the Aeronca Club Newsletter .

with zinc chromate primer and epoxy paint. Colors used were gray from the tail to the cockpit and black from there to the firewall . "An interesting part ofthe treatment of the fuselage framework called for the drilling of a drain hole at a low point in the steel tubing. This hole was capped before hot linseed oil was poured into another hole at the highest point of the forward end of the struc­ ture . The course of the oil could be followed by feeling the heat with the fingertips and when the entire struc­ ture was filled, it was allowed to sit for five minutes before the cap was re­ moved . When the oil drained away, the holes were sealed and the restorers were left with a frame which could not erode internally ."

Upon inspection of the tubular steel frame, small dings and dents were found. A small plate on the lower right side of the cockpit had the characters A-69 stamped into it. This was the se­ rial number plate. Each of the dents , I'm sure, had a story in the history of the C-2.

June 13, 1983 I registered the C-2 with the Min­ nesota Commissioner of Transporta­ tion as a Pioneer Aircraft and then put the project aside because of summer work . Jim and the airport vigilantes kept reminding me through the sum­ mer that there was work to be done on the C-2. With the growing season slowing down in September, I began writing to C-2 and C-3 Aeronca own­

~'T'-rv

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thlub

May 13, 1983 I wrote to Jay Spenser at the Smith­ son ian Institution and six days later I had a letter back from him. I was told to contact John Houser, Aeronca Inc . and George Hardie Jr. of EAA. Jay said he would provide whatever help he could to assist in the process.

May 24, 1983 After a long wait, Fred Heidecker, local auto body man, sandblasted the steel frame . It was inspected and five feet of the rear longeron was replaced because of accumulating moisture to­ ward the tail over the years of sitting idle. We followed the restorer's treat­ ment of the fuselage written in Spenser's book:

"The tubular steel frame was then inspected for cracks, rusted areas and other damage before being covered

We used this book by Jay Spenser as our guide for the project.

VINTAGE AIRPLANE 13


spruce stringers, copied from an old pair taken off the fuselage on either side of the cockpit. One of the old stringers had been broken and Louie made an exact copy . Payment was made to Louie by horse-trading a few railroad ties that I had. The rest of the woodwork in the plane was in excellent condition and I cleaned it with good old soap, water and a new coat of spar varnish . The pace of the project started to pick up .

October 3, 1983 I wrote letters to the following: Bill Stratton - San Antonio, Texas Mallory Harwell - Memphis, Indiana Harry Marsh - San Mateo, California

Fred Heidecker sandblasting the fuselage.

ers, their names and addresses taken from the Aeronca Club roster. [ asked about ailerons and any other informa­ tion that might shed light on the pro­ ject.

September 21, 1983 [ wrote ot Owen Elliot in Corpus Christi, Texas. He's restoring a C-2 .

September 22, 1983 I wrote to the following people: Richard Frye - Elderton, Pennsylvania Ted Giltner - Shillington, Pennsyl­ vania Clifford Hatz - Gleason, Wisconsin Chris Murray - Tempe, Arizona Erwin C. Eshelman - Kettering, Ohio E.E. "Buck" Hilbert - Union, Illinois Les Steen - Lansing, Michigan

Joe Qualls of Phoenix, Arizona; and John Houser. Jim covered and painted the tail feathers. Colors were chosen from Spenser's Aeronca C-2 book cover and pictures taken of the Smithsonian's C­ 2 by Ed Connelly. Stits fabric and Ditzler paint products were used, the paint bought locally from Forbes's Auto Store . I relied on Jim's experi­ ence working with these products and I think he himself was anxious to get started because I certainly didn't know what, where or how to do it. I enlisted master woodworker, Louie Zumach to make me a pair of

I received letters from Erwin Eshel­ man, Buck Hilbert and John Houser. Erwin sent an early Aeronca decal that he sells and asked if I was restor­ ing NC-567V, serial number 18, a C-2 he once owned . The color scheme was different on his decal than that of the decal pictured on the cover of Spenser's book. Spenser wrote:

"Care of the most exacting and painstaking nature was taken by the National Air and Space Museum curators to ascertain the exact colors and markings the restored aircraft should bear. Aeronca employees, avia­ tion enthusiasts and historians - even designer Jean Roche himself - contri­ buted to this effort. One example ofthe

September 29, 1983 Les Steen, former pilot of NC 10303 sent a reply along with a black-and­ white photo of the C-2 taken in the warm weather months of 1961 when it was owned by Dave McClure. I was told by Augie Wegner that Les might have owned the airplane, but it was actually owned by Roy Oberg, a friend of Les. The plane having been rebuilt by Doug McClure first, sold to Roy Oberg and then to Vince Burke. The papers found in the aircraft storage compartment would verify all of this. Chris Murray sent a letter along with a list of registered C-2 and C-3 owners as of 1982 . He used this list to locate parts for a pre-war Chief and he gave me additional names of people to write: Hugh Chester of Hastings, Minnesota; 14 MARCH 1989

The C-2 stripped of wings, tail, engine and fabric. Wings are hanging on the north wall of the hangar.


difficulties this task entailed was accu­ rately reproducing the colorful Aeronca 'wing' emblem on the tail of the C-2. Several versions of various colors and sizes were used in the early years ofthe company's history, and determining the authentic configuration required a considerable effort by the museum curators and John Houser, service engineer of Aeronca Inc ." When I first received Erwin's decal , and after reading what effort was taken by the Smithsonian, I thought that this part of the project was taken care of. Erwin had done all the work! Wrong again, George. There was some confu­ sion somewhere because the tail decal and the picture of the company ' s "wing" emblem didn't match . Buck Hilbert sent a photocopy of an early Aeronca C-2, along with the names of Augie Wegner, Erwin Eshel­ man and John Houser. Buck was very curious about the C-2, where it had been, what engine (26-hp E-I 07 or 36­ hp E-113) was used and he told me of his C-3, NC 13556. John Houser's letter directed me to write Russ Borton of Jackson , Michi­ gan, for a source of new ailerons and that I could buy miscellaneous draw­ ings from Aeronca Inc. John sent the drawings to me which were made up of blueprints; copies of seat and back 5372; floorboard 5376; crash pad for eight-gallon tank 5264; covered assem . baggage compartment 5377; and picto­ rial of dash and carburetor.

October 13, 1983 I paid for the blueprint copies from

Using an iron to smooth out any wrinkles in the fabric.

Aeronca Inc. and brought home two more letters from the post office that morning . Mallory Harwell sent me a photo of his C-3 with 65-hp Continen­ tal engine and Bill Stratton told me to contact his mechanic/partner, Hardy Cannon. Going to the post office mail box each day was like Christmas morn­ ing with all the excitement of unopened

gifts . I never knew what to expect. In each day's mail there might be some­ thing new, a photo, information or someone new to write to about the C-2. More and more people were now get­ ting involved, people from all over the United States. Most were very happy to help me in any way they could. I knew now, I wasn't doing this project alone.

October 17, 1983 Dan Yeager of Rapid City, South Dakota wrote and told me of his C-3 in Brookings, South Dakota - a plane his daughter, Pat Cidsness fl ies. He also mentioned Augie Wegner.

October 18, 1983 Perry Roberts of Billings, Montana, sent a photo of his C-2 which was later donated to the Air Power Museum in Blakesburg, Iowa.

October 21, 1983 Russ Borton wrote saying that he did make new aileron skins for the EAA's C-3, but just doesn't have the time to make any more. Maybe later.

October 22, 1983 Jim Wechman sewing the Stits fabric to the tail's steel frame.

Special day. Erwin Eshelman called VINTAGE AIRPLANE 15


Chicago's O'Hare Field, and offered his help if I'd tell him exactly what I needed.

October 26, 1983

Fuselage and wing ot a C-2 once owned by Perry Roberts ot Billings, Montana. This C-2 was donated to the Air Power Museum in Blakesburg, Iowa.

me from his son's home in the Twin Cities asking if he could come and see the C-2. At 3:35 in the afternoon, he arrived with his wife , son and daugh­ ter-in-Iaw . All five of us went to the airport and eyeballed the project. Erwin helped me identify the wooden F1ottorp propeller and told me some early stories of his C-2 and C-3 . For a little guy, he sure had a lot of stories in him. They headed back to the Cities much too soon. Hardy Cannon from San Antonio, mechanic/partner of Bill Stratton and a retired school teacher sent at letter tel­ ling me that he was spending his time rebuilding a small fleet of Aeroncas. He had two 1935 Aeronca C-3 Mas­ ters, one 1934 Collegian and one 1930 C-2, serial number 30. He had parts for seven E-113 engines and three props. I also learned from the pictures that he sent along that he was the bald­ headed guy. I had written back to Buck Hilbert thanking him for the information he sent me and I received another letter from him on this date. He started his letter with the following:

"Dear George, Nice to know /' m not corresponding with a 'kook!' At least I know now that you are for-real and have a decided interest in actually restoring your C-2 . I spend so much time spinning my wheels, or maybe flapping my wings 16 MARCH 1989

trying to help people only to find they have nothing on their minds except a pen pal relationship."

Buck asked more questions, sent photos of his C-3, one photo of the C-3 under the wing of a DC-IO taken at

Les Steen sent a photo of his award­ winning C-3 and talked about C-2 in­ struments and tail decals. For some time now, I had asked people about old altimeters that would have belonged in the C-2. The panel of my C-2 was complete with the ex­ ception of a modern sensitive altimeter being carved into place where an old altimeter once was. Back in Sep­ tember, when metal parts of the plane were being cleaned, I thought about how I'd like to find an old altimeter that belonged in the metal dash . Joe Qualls, of Qualls Aviation in Phoenix, Arizona, sent a letter and told me about some problems with the E­ 113 engine. Engines with open rockers or Warner heads were suspect. He was working on a method of repairing E­ l13A, Band C crankshafts . Joe sold his aileron jigs and C-3s to Bill Strat­ ton. Finally the busy month ended with local Hutchinson pilot Jerry Hintz giv­ ing me a copy of the AOPA Pilot magazine, October 1983 issue with its cover story all about Aeroncas. The story by J. Jefferson Miller was titled, "THE ONCE AND FUTURE AERONCA, They called it the Champ

Mallory Harwell trom Memphis, Tennessee and his 65-hp-Continental-powered C-3.


and they were right." Miller relates some early Aeronca history:

"The history of that success and eventual failure began in the spring of 1929 with the formation of the Aero­ nautical Corporation of America, Aeronca for short. The name signified nothing more than the willingness of four Cincinnati investors (including Senator Robert A. Taft, son of the the former President William Howard Taft) to put money behind an airplane design , for the corporation as yet had no airplane to sell. "Enter Jean Roche, a man with a simple dream and an airplane with which to pursue it. He had a vision of Americans by the thousands flying in a light-weight, low-powered, inexpen­ sive, easy to fly airplane. A not too startling concept today, but in an era when flying was almost the exclusive preserve of the military, the air-mail pilots and the extremely well to do, it was revolutionary thinking. "Roche's airplane was a squat, little 398-pound machine called the C -2. It seated one and was powered by a 30­ hp, two-cylinder, single-ignition Morehouse-designed engine that was produced by Aeronca . The C-2 design employed a Clark Y airfoil that had been developed the year before at the Massachusetts Institute ofTechnology. The wings were made of wooden ribs and spars covered in cottonfabric. The wing leading edge was formed by a thin sheet of shaped aluminum. Flying wires ran to the wing from a kingpost on the C-2 with three longerons in the

Ed Connelly took this photo of the Smithsonian's C-2 at the National Air and Space Museum's Silver Hill storage facility.

fuselage instead of four, giving the airplane its 'razorback' appearance. Many subsequent Aeronca designs, in­ cluding the Champ, retained the dis­ tinctive three-longeron aft construc­ tion, using wooden stringers to square up the fuselage. "Roche sold the design to Aeronca for 220 shares ofstock in the company. A total of 164 C-2s were produced."

November 3, 1983 Jay Spenser wrote and told me that he ordered a C-2 decal photographed in color, taken from the Smithsonian's aircraft, and this decal was considered quite accurate. He also gave me the

name of a decal company, National Decal Corporation in Philadelphia. They did the decal work and might still have the pattern. The fuselage had been covered, with new stringers in place, using Stits fab­ ric, sprayed with butyrate dope and then Ditzler 1980 sealer.

November 7, 1983 It wouldn't be fair to Buck Hilbert to say that he sent a "letter" on this date. It was more of a novel, describ­ ing aileron gap-seals, characteristics of the E-113 engine, engine starting pro­ cedure, source of propellers and that he was looking for aileron drawings and an engine manual to send me. En­ gine starting and running as told by Buck:

"My starting procedure is no differ­ ent than with any other engine. The NAS-2 carb has no accelerator pump so I close the throttle, pull the prop through until she sounds good and squishy and dribbles out the drain, turn switch on and it goes. It idles at about 450 rpm and has the usual flat spot accelerating through 900 to 1,000 rpm. Nothin' to it. Cruise is about 2,250 to 2,350. You can cruise at less if you so desire, but mine is smoothest at or above 2,250." The best part of his letter was the P.S., "You just keep working on this project - gotta fly it again. Over to you, Buck." • The bald-headed man is Hardy Cannon of San Antonio, Texas. He and Bill Stratton own several Aeroncas including (I. to r.) C-2, C-3 and L-3 fuselages.

To be continued... VINTAGE AIRPLANE 17


SPECIAL

DELIVERY

A Ferry Trip Across The USA In The Prototype Timm Collegiate

by Andrew King

(EAA 275985, Ale 10739)

I

was in California to pick up a 1928 Timm Collegiate, the prototype of six built and one of two remaining. Al Stix and John Halterman had bought it from B.C. Reed and they asked me if I wanted to bring it back to Creve Coeur Airport near St. Louis for them. They didn't have to ask twice. I'd never been to California before, or Arizona or New Mexico for that matter, and jumped at the chance to see it all from an open cockpit. B. C. picked me up from the airport limo and I discovered what an interest­ ing person he is . He learned to fly in the Los Angeles area in the 1930s, flew 18 MARCH 1989

B-17s during the war and a wide vari­ ety of other airplanes then and since. It's always fascinating to meet some­ body who combines enthusiasm for aviation history with some first-hand knowledge of it, and enthusiastic is a good word for him in general. He took me to Brownsville, in the hills on the east side of the valley, where he and his wife live next to a private airstrip. There I was introduced to the Timm, and its parasol configura­ tion and silver color reminded me of the Ryan M-I s that Pacific Air Trans­ port flew up and down the west coast in the 1920s. They were the forerun­

ners of the "Spirit of St. Louis." B.C. told me that Lindbergh , who had been given his first airplane ride by Otto Timm, had flown this very airplane when it was new in 1928. I decided to fly it once before it got dark and that first take-off provided the most anxious moments of the whole trip. I was blinded by the setting SUII just as the tail came up and for a few seconds I wasn't sure which direction I was headed. It was a harrowing ex­ perience but I made it into the air after


a few swerves and flew around until the sun was definitely down before landing. The next day dawned cold and clear and I strapped my bags into the front seat and took off into the crisp morning air. I wasn't about to take a northern route at that time of year but instead intended to fly south to Santa Paula the first day, and then east from there. A quick flight brought me to Marysville where I filled the fuel tank, and then continued south and a little west across

.

the broad valley of central California that seemed to be full of green emergency landing fields until I noticed the sun glinting off of them and realized that they were mostly flooded. My route took me west of Sacramento and south of San Jose along the Pacific coast with the ocean stretching forever to my right and vari足 ous mountain ranges rising around me. I stopped at Byron, King City , and San Luis Obispo. The Timm is not the nicest flying

airplane I've ever flown, heavy on the controls and it sinks with the power off as bad or worse than anything else I've flown. The 220 Continental pulls it along at about 85 mph at 1,850 rpm and my first calculations showed it to be burning 16 gph, too much, which forced me to plan my legs at less than two hours. The airplane has one characteristic that was alarming at first-any little ripple in the air causes it to shake its tail from side to side, a little like a dog

-...

VINTAGE AIRPLANE 19


drying itself off. The oscillations are small but rapid and noticeable. At first when it happened I would look back, expecting to see something shaking, or maybe gremlins standing on the stabilizer and banging on the rudder, but if they were there they ducked out of sight before I could tum around. Each time I landed I looked for loose struts or attachments but couldn't find anything wrong so kept going. Late in the afternoon I landed at Santa Paula where a small and know­ ledgeable crowd was attracted to this unique airplane and after I showed them how stiff the rudder was it wasn't long before we were pulling off inspec­ tion plates and lubricating the whole system right up to the front rudder bar. What a helpful group, and sure enough the ground handling was noticeably improved. We put the Timm into Chub and Betty Trainor's hangar next to their Howard DGA-II, hoping some speed might rub off, and I spent a very enjoy­ able night at their house . I would've liked to spend a week or more at Santa Paula but once I get going on a trip I like to keep moving so the next morning I took off again, followed for a few miles by Chub and Betty and Steve Pfister in Steve's Cessna 170. The people in St. Louis had horror stories about the infamous Banning Pass and its winds but the pilots at Santa Paula told me to forget about flying through the L.A. basin to Banning and instead to fly through the Soledad Pass which opens out into the desert south of Lancaster. The Mojave was a spectacular sight as were the San Gabriel Mountains which towered majestically to my right. It was colder than one usually imagines a desert to be and I was glad that I was wearing longjohns. [ landed at Hesperia but there was no fuel available so I jumped back into the airplane and flew a few miles north to Apple Valley where I not only got fueled but also warnings of very strong turbulence in the direction I was going. I took off anyway, figuring that I could tum around if it got too bad, but it turned out to be only moderate turbu­ lence that was more tiring than worri­ some. Twenty-nine Palms was my next stop and between there and Blythe was th? most desolate scenery of the whole trip, with no roads or power lines or anything else to follow for a long time. I watched my shadow skating along the sagebrush, wondered if it was waking up any rattlesnakes and thought about how long a walk it would be if I had 20 MARCH 1989

Sunny Santa Paula, an aviation Shangri La.

Stiff rudder cables are lubricated stern-to-stem in Betty and Chub Trainor's hangar.

(I. to r.) Steve Pfister, Betty and Chub Trainor.


to land down there. I had a small sur­ vival kit but didn't relish the thought of having to use it, however before an hour had gone by 1- IO came into view and led me to Blythe. I didn't know it at the time but later found out that NC 337 had been a cropduster at that air­ port in the 1940s. My plan was to fly from Blythe to Phoenix-Goodyear Airport just west of Phoenix because that is where the only other surviving Collegiate is hangared . I called the tower at Goodyear to let them know I was coming. I talked to a very courteous controller who asked me to land at Buckeye, which is about 15 miles from Goodyear and to call them again so they'd have a better idea of my arrival time. I agreed but was a little worried since there was a head­ wind and I wasn't sure that I'd be able to make it before sunset. Many phone calls had been made to try to locate Keith Skeers, the owner of the other Timm, and with the help of the An­ tique Airplane Association we had fi­ nally found Floyd Newton, who had helped restore the other airplane and had done most of the flying . Floyd was waiting for me that evening so I really wanted to get to Goodyear by dark. A couple of miles from Blythe was the Colorado River and then Arizona with more beautiful mountains. I stayed fairly close to the interstate and an hour and a half later was circling the runway at Buckeye which was per­ fectly perpendicular to the wind. I didn't have much time or choice so I lined up and landed with the wind from my right. I experienced severe tail­ wheel shimmy on touchdown until the tailwheel kicked out of its steering de­ tent and only coarse use of rudder and brake prevented a groundloop. Upon shutdown the usual crowd started to gather but I only had time to run to the phone for a quick call to the tower at Goodyear again before hurry­ ing back into the air and quickly traversing the few miles to my destina­ tion, landing just as the sun touched the horizon. The Timm spent the night in a big hangar while I spent the night in a big hotel and the next morning with the help of Floyd and Keith and some of their friends we effected the reunion of two airplanes that hadn ' t been on the same airport in 60 years . We also uncovered some more clues but no answers to the tail-shaking phenomenon. Floyd told me that their airplane did the same thing and the first thing we noticed when we put the two airplanes together was that '337 has a much taller fin and rudder than '279V.

Otto Timm had kept the prototype after selling the others and had modified it from its original configuration, most noticeably in landing gear and tail shape, so that it now exists in its final evolution, perhaps circa 1931. We can only theorize that Timm stretched the fin and rudder in an unsuccessful at­ tempt to cure the occasional and un­ explainable tail-shaking.

The Colorado River between struts.

At Goodyear Airport

Just before sunset. VINTAGE AIRPLANE 21


We took a bunch of pictures with the airplanes posed in several different ways and even had a visit by an F-16 from nearby Luke AFB whose pilot shot several approaches and no doubt wondered what those two odd-looking airplanes were. Finally it was time to leave and I called the tower again, this time to be met by a controller who was much less friendly than the one on the day before-in fact downright un­ friendly. I arranged for light signals, then said good-bye to Floyd and Keith and took off into the the blue Arizona sky on the only leg of the flight for which I didn't need long underwear. The two new owners of the Timm were flying out to Tucson to meet me that day and I landed at A vra Valley Airport northwest of the city, where a variety of sport aviation activities take place and where AI Stix' son Albert works . That was the end of the first part of the long journey. A few minutes after I landed at A vra Valley AI and John and their wives drove up, eagerly inspected their new acquisition and taxied it around a little. About that time a familiar looking Piper Pacer appeared overhead and we knew that AI Lowe had arrived. AI is a retired Learjet pilot who had flown down from St. Louis in his Pacer just for the adventure of accompanying me the rest of the way back. We spent the weekend in the Tucson area, visiting the tourist spots and learning the true meaning of "purple mountain ' s majesty" at sundown. I polished off a 32-ounce steak at Lil Abners and had ice cream for dessert. I even learned the pronunciation of "saguaro" (sa­ W AH-roh), the type of cactus found in the area. I! was a great weekend but a lot of flying was still ahead so early on Mon­ day morning AI helped me get going and a few minutes later climbed into the Pacer to give chase. This was the beginning of a leap-frogging process where I would take off and start to­ wards the next destination while AI would wait a few minutes, take off, pass me in the faster Pacer, and arrive well ahead of me at the next airport. He got to do a lot more hangar flying and looking than I did as generally I just took enough time to gas up and get going again. Most of the time I never saw him en route since he flew at a higher altitude although one time he pulled alongside and took some great pictures of the Timm with the moun­ tains of eastern Arizona in the back­ ground. First stop out of A vra Valley was 22 MARCH 1989

Two

Timms with an F-16 flying top cover.

I

Birds of a feather.

f

otto Tlmm's efforts to smooth out the tall-shake apparently included extending the vertical fin and rudder on the prototype (Ieff) which he kept.


Willcox and then we went on to Dem­ ing, New Mexico which a sign on the outside of the office proclaimed to be 'The home of pure water and fast ducks." Deming was the highest eleva­ tion I landed at, 4,309 feet and perfor­ mance decreased noticably. North of EI Paso I flew over a breathtaking mountain range on the way to Fabens, Texas where there was a Lockheed 12 in the hangar and an Avro Anson sit­ ting outside with all of its fabric gone . After leaving Fabens I flew along the Rio Grande for a few minutes look­ ing across into Mexico, and then fol­ lowed the highway to Van Hom. The mountains of west Texas were gradu­ ally replaced by flatlands dotted with ranches and oil wells, and at Monahans we decided that we'd be able to fly one more leg before darkness set in. At the end of a long day of flying we landed at the old Air Force Base at Big Spring where a Citation pilot gave us a ride to a motel and offered to pick us up in the morning. At dawn the next day we awoke to find the countryside blanketed with fog but once we were at the airport a call to Flight Service gave us a prediction that the fog would bum off by 10 o'clock, and the Citation pilot took off. At \0:00 another call found the predic­ tion moved back to noon and the fog lifted just enough thereafter for a twin to land carrying Senator Phil Grahm on a campaign trip . The senator's arri­ val broke the monotony for a few min­ utes and he shook our hands as he passed through the office, unaware that we were both from out of state. At noon the weather briefer said that the fog was sure to be gone by two o'clock and around three it finally disappeared. We knew that we couldn't get far that day but after sitting around the air­ port for so long we had to get some­ where and decided that Sweetwater was next. I left first and 20 miles from Sweetwater flew under an overcast that got lower and lower until finally, only seven miles out, I had to tum around and find an alternate. I'd been follow­ ing the interstate and just after I turned back Al went past and turned to follow me. We landed at Colorado City where the airport was deserted, and decided that since we had a south wind we'd go north, to Snyder, which was one of the friendliest stops we made. Both airplanes were put into a big old hangar and that night over dinner Al and I de­ bated whether we were engaged in a saga or an epic. The next day we stopped in Breck­ enridge with its abundant warbirds

Small airplane, b ig rocks.

A view of the Timm, from the Timm.

Deming, New Mexico. The sign reads, "Elevation, 4,309 feet. Home of pure water and fast ducks." VINTAGE AIRPLAN E 23


Bill Hill's hangar/house at Justin Time Airport, Justin, Texas.

and then continued eastward towards Justin-Time Airfield north of Fort Worth, only to run into clouds again on the way. I dropped lower and lower, eventually flying at only a few hundred feet above the ground, searching care­ fully ahead, and finally spotting AI's Pacer on the ground before seeing the airport. With some relief, I set the Timm down on the wide, grass run­ way. Justin-Time is a private airport with houses and hangars along one side , and AI's friend Bill Hill lives there, he not

only put both airplanes in his hangar but also loaned us his pickup truck for transportation. The airport is near the town of Justin and was "just in time" for us as the weather worsened after our arrival and the next day was the only one we spent without flying. It was snowing and blowing. Instead we drove around visiting all the interesting little airports we could find, and there are a lot of them around Fort Worth. On Friday it was still around freez­ ing but the wind had calmed down and the sky was clear so we made our way

Lebanon, Missouri. Almost home. 24 MARCH 1989

into Oklahoma, landing at Durant. McAlister (where the state police were driving by the airport when I landed and came over to see the strange-look­ ing airplane), and Muskogee, ending the day in the southwest comer of Mis­ souri at Neosho. It was a little colder the next day but home was just across the state and off we went. We made a special stop at Marshfield to visit Ernie Seiler and his wife-they'd run the airport at Springfield years before when Al was a kid and ran away from home. He'd ended up at their house and they took him for a couple of weeks before send­ ing him home. That started a lifetime friendship . As we expected, they got a kick out of our visit. Lebanon was our final stop for gas and a call to Creve Coeur to let them know that we were almost there . The last hour of the trip was really cold but I circled over our home base a few times before landing, finding it hard to believe that the odyssey was finally over. It had been 10 days, 2,400 miles, 28 flying hours, 29 stops, and a lot of sights seen and people met. The Timm burned over 400 gallons of fuel (and a few of oil) on the trip, never skipped a beat, and baffled almost everybody who saw it. The cockpit of an open parasol must surely be one of the best places from which to see America (or any country), providing a panoramic view of what passes below, especially at 85 mph and 1,000 or 2,000 feet above the ground . •


PASS II 10

--~

An information exchange column with input from readers.

by Buck Hilbert (EM 21, Ale 5) P.O. Box 424 Union, IL 60180 Dear Buck, I read your column each month as a member of the association . You do a fine job. I have recently purchased a Slingsby T -61 A motorglider that needs re-cover after spending 14 years in Sin­ gapore. It is a wood wing and tail air­ craft and has some glue joints letting go although there is no rotting of the wood . I guess what I need from you and would like to see in your column is one of the old-time restorers telling us be­ ginners how to go about re-gluing plywood-covered surfaces that have small areas that need to be re-attached but don't need to be tom down com­ pletely. Are there any good books on the subject of restoring wood aircraft (not building it the first time)? How do you restore the protecting finish on areas not covered with fabric, such as the area where the hinge penetrates to at­ tach the elevator to the horizontal

stabilizer. I could go on but I think you get the idea. We beginners need someone to tell us how to do all the little things in restoring, not just pictures of the finished aircraft. I enjoy your type of YFR flying, but not necessarily for long trips. My 182 with autopilot and coupled loran is still the best for that , but for after supper enjoyment , I still like my T-Craft best. Happy Holidays,

James List (EAA 1609)

RFD 2, Box 83 Granville, Iowa 51022

Tel. 7121727-3379

Dear Jim,

Right on Jim! Maybe some of our members can help you with this one ­ especially those wood-willies out there . Over to you, Buck

We are beginning to get those cards and letters, gang. I am most apprecia­ tive of them and the fact that you are deriving some benefit and maybe a lit­ tle pleasure from the column . We need that input and we'll help any way we can with your problem, if you have one. I've had a couple of calls this week from people who just wanted to talk , and also a couple more from people with questions about something that was bugging them. I was real happy to have been able to suggest a solution to their problems. I ain't much of an in­ novator but I sure do like talking with each and every one of you . I'm also more than a little overwhelmed at all the Christmas and Yuletide greetings that I received from you as well. I have forsaken the air for a driving trip down the West Coast from Seattle to San Diego. Dorothy and I took a holiday break , though , and went home to the Funny Farm for Christmas. We 've returned to SFO which was as far as we had gotten in two weeks be­ fore coming back . This all started as an off-shoot of an invitation from the Museum of Flight at Boeing Field in Seattle, to lecture on the Swallow . There are some of you, I know , who haven't heard of the Swallow. Well, there are times when I wish I'd never heard of it either. But it is an airplane that Dario Toffenetti and I found in a commercial trucking garage in Chicago and learned later it was indeed significant. We restored it and used it to commemorate United Airlines ' fif­ tieth anniversary by re-enacting the first flight of Varney Airlines . Fifty years later , to the minute, we carried : VINTAGE AIRPLANE 25


the same amount of mail over the same route on April 6, 1976. The Swallow and I then went off on a nationwide tour - a once-in-a-lifetime experi­ ence. The old mail plane that started the first permanently scheduled airmail service with Varney (it later merged with National, Boeing and Pacific to become United Airlines), flew as a liv­ ing tribute to the pioneers who built the wonderful transportation system we enjoy today . I flew it more than 700 hours and carried more than 3,000 people in the front seat to experience the thrill of an open cockpit. Swallow and I were more or less married for eight years, and then we both retired. Me to the Funny Farm and Swallow to the Boeing Museum. It took me a while to rationalize it, but that's where Swallow belongs ­ in the great Northwest where it all started. Right there in the Museum of Flight next to the Boeing 80A at the head of the Air Mail exhibit. It's there

where people who love and enjoy the history of flight can see and appreciate it. It's there with Dick McWhorter's Stearman mail plane and among its own . Those are the early machines that proved it could be done - that paved the way . It's an eternal tribute to those people who made it happen, who started with little more than an idea and, amid skepticism and ridicule, made it happen. And that's what I told them in my lecture . I was a bit reluctant to see Swallow . I must admit there were a few minutes when I first walked up to her in her place of honor, that I was afraid . Af­ raid she'd tum her nose up at me, af­ raid I would cry. Really, I was afraid I would fall apart . I almost did, but then, as I looked at the scratch there , and the dent in her leading edge out near the right tip, and the marks the barbed wire left in the prop blade, the memories came flooding back. We looked at one another and smiled, the

On tour in 1976. Over 700 hours and more than 3,000 passengers. 26 MARCH 1989

Swallow's place of honor.


way only two who share so many sec­ rets and adventures can smile. There were many good times as well as trying times. Like the reception we got in Japan, and the thoughts of all the friends we had made and all the old­ time aviators we had smoked out of the woods and given rides to. Oh, we had a lot to remember - and we did. I lectured that evening and I'm af­ raid I did it badly. I had SO much to tell them. So many things to say about the Swallow and how she brought old men back into their teens again and about how much all the United Airlines people loved her. It all ran together and I felt at times I wasn't making sense. I hope they'll invite me back, and I can tell them again about Captain Leon Cuddeback, Frank Rose and some of those other people they call air mail pioneers. I promise I'll do a better job. Anyway, we bought an old Cadillac Eldorado in Seattle and started driving . We haven't seen too much other than foggy coastline through Washington and Oregon, but we're in the San Fran­ cisco Bay area now and its going to be much sunnier and warmer as we head toward San Diego. I plan to look up some of our guys along the way and spend more than one evening making airplane talk. I'll let you know how it goes. Here's a subject that is the cause of much embarrassment and consterna­ tion - fuel exhaustion. I have a news­ paper clipping sent by a member from Indianapolis, Indiana. The picture shows a Piper Archer standing on its nose in a grove of trees. The right wing is lying inverted on the ground in front of the camera and there are pieces scat­ tered about. The headline reads, "Fam­ ily of four O.K. after rented plane crashes." The cause of the crash was fuel exhaustion . Outstanding in the text is the pilot's statement, " ' .. .the gauges lied!' " With more than a quarter tank showing on the gauge, the aircraft ran out of fuel. Fuel gauges are reference only items and are so susceptible to error that I'd much rather use my watch. The Varga Kachina is a prime example. We oper­ ate seven Varga 2150s and 2180s here as part of our Illinois Wing Civil Air Patrol fleet. When we check out a new pilot, the first thing we tell him is that there used to be eight, but one was totalled when it ran out of gas and crashed . Standard procedure is to ig­ nore the fuel gauges, and they are placarded to that effect - now . How do we tell how much fuel we

have? Well, the preflight inspection in­ cludes a look down into the tank through the filler hole. If you can see metal, you have less than a half a tank and you call the fuel truck . If you see fuel, you can safely assume you have half tanks and using the mental arith­ metic necessary to figure how much time is in your tank, you have about an hour and 45 minutes . Better make it an hour and a half and then you're sure to have your legal VFR reserve . I quote from the FAR 91:22, "No person may begin flight in an airplane under VFR unless (considering wind and forecast weather conditions) there is enough fuel to fly to the first point of intended landing and, assuming nor­ mal cruise speed ­ (I) during the day, to fly after that for at least 30 minutes; or

"STANDARD PROCEDURE IS TO IGNORE THE FUEL GAUGES."

(2) at night, to fly after that for at least 45 minutes." I'd suggest a review of the IFR por­ tion of the FAR as well. With the en­ forcement activity and the newer big­ ger penalties for violation, it's down­ right dumb to trifle with the embarrass­ ment and paperwork that could become involved - if you're still here to face it. Over to you, Buck

Hope this finds you and yours healthy and happy . Sincerely, Cliff Tomas Madison, Wisconsin Hi Bucko, How you doin? - Certainly enjoy your articles in VINTAGE AIRPLANE. Are you and I the only ones who enjoy the freedom of finger-on-the-sectional, look-out-the-window VFR anymore? Sometimes it seems that way . Hope you keep on talking about it. I think all the young pilots today should have a good dose of this kind of navigation. They'd have a much better sense of orientation over the face of the earth than they get from staring at gauges, and who knows - they might find out why we old guys are so enamoured with aviation! The article on propping (December, 1988) was required read­ ing for the last two youngsters in the house - great stuff. Hope to see you around the patch somewhere next summer. Best regards, Roy Redman Fairbault, Minnesota Dear Buck, I am about to embark on the com­ plete restoration of a 1933 Fairchild 22C7B. The aircraft is complete but disassembled. I have the instrument panel but no instruments . In my travels I was able to locate an 1932 airspeed indicator and a 1930s altimeter. Both instruments are in need of overhaul and white facing. I am trying to locate an instrument shop that will overhaul an­ tique instruments and design custom white facing silk screens. I am getting the cold shoulder from all the local "spam-can" shops; if it didn ' t appear in a Cessna, Beechcraft of Piper they do not want to hear about it. Any infor­ mation you might have for solving this dilemma would be greatly appreciated . Thank you, Paul Redlich Stars and Bars Aircraft 8 Tudor Place Farmingdale, New York

Here's some more incoming mail: Hi, Just finished reading your article on hand-propping in the December issue of VINTAGE AIRPLANE. Super arti­ cle. You're doing an excellent job.

Try John Wolf and Company, 4741 Sherwin Road, Willoughby , Ohio 44094. Telephone 216/942-0083 ­ Ed.

Over to you , Buck . VINTAGE AIRPLANE 27


by Deborah Schroeder Ron Scott li ves on a grass strip called Air Troy Estates near East Troy, Wis­ consin and has been coming to the an­ nual EAA Convention since 1960. He has kept very busy there acting as com­ munications chairman since 1970. He says about 40 volunteers work for com­ munications and about 90 percent are repeaters who help out every year. After all these years and the sugges­ tion of friends, Ron finally entered an airplane for show for the first time, his 1953 PA 22 Tripacer. The Tripacer had belonged to a good friend whom Ron razzed about selling it since he (the friend) had a nice homebuilt. Since the homebuilt wouldn't carry his fami ly, he held onto the Tripacer. Eventually he did sell it to a third party and Ron later bought it from this interim owner. Ron's custom restoration includes an authentic co lor scheme, Sacramento green and Tucson cream . Although he did most of the restoration himself, Ron gives credit for the engine to Dave Hedgecock's A&P students at Black­ hawk Tech in Janesville, Wisconsin . Complete restoration of the Tripacer took a period of several years but the main restoration was completed in about six to seven months from November 1984 to June 1985. This was not Ron's first effort, he also built "01' Ironsides," a metal airplane. Ron was influenced by flying at a very early age. He had his first flight before he was even born , and his sec­ ond at age seven in an Aeronca Defen­ der. His fat her was active in the Civ il Air Patrol . Parents must be very cauti­ ous. What they do to their children at an early age can have an effect on the rest of their lives.

The Antique/Classic Press Commit­ tee owes its success to the participation of the committee's volunteer interview­ ers. The committee apologizes to these interviewers for the articles that ap­ peared in VINTAGE AIRPLANE without their bylines. EM members should thank interviewers Sharron Mitchell, Carl Pederson, Deb Schroeder and photographer George Rodenback for their interview articles which help to tell the EMfamity about its individual members . Members of the Antique/Classic Division wishing to do interviews at EM Oshkosh '89 are welcome to join the press team by contacting Larry D'Attilio at 414/784­ 03 18 . • 26 MARCH 1969

Planes & People

RON SCOTT By volunteers of the Antique/Classic Press CommiHee Larry O'AHilio and Pamela Foard, Co-Chairmen (EM 150262, AlC 8265) 1820 N. 166th St. Brookfield, WI 53005

Ron Scott's Piper Pacer is a 1953 PA-22-135. Colors are Sacramento Green and Tucson Cream.

(I. to r.) Daughter, Robin Dums, wife Lois Scott and daughter Tracey Scott.


WELCOME NEW MEMBERS

The following is a partial listing of new members who have joined the EAA Antique/Classic Division (through September 18, 1988). 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.

Logsdon, Duane E.

Alva, Oklahoma

Praker, Robert M.

Scottsdale, AZ

Sowell, Patricia B. Statesboro, Georgia

Lovenberg, Ronald G.

Howell, New Jersey

Pross, Susan

Merzalben. West Germa ny

Sponseller, Robert D. Shelby, Ohio

Lucas, Forrest

Plentywood, Montana

Riggs, Donald L.

Asbury, New Jersey

Stone, Charles A. Danbury, Connecticut

Masters, Bill E.

Rochester. New York

Riley, George

Bartlett, Illinois

Swanson, Harold North Branch, Minnesota

Mather, Robert A.

Ponce Inlet. Florida

Ripley, Peter M.

Sackville, New Brunswick , Canada

Switzer, David N. Cocoa, Florida

May, Thomas A.

San Diego, California

Roberts, David

Mentor, Ohio

Sylvain, Gagniere Mauguio, France

McCabe, James

Markle , Indiana

Rossides, Jim

Claverack , New York

Thibault, Bill Newport Beach, California

McDermott, H.C.

Boca Raton, Florida

Roth, Geoffrey

Sedona, Arizona

Thrasher, John Cumberl and, Maryland

McKenzie, Sandy

Obrien , Florida

Rowe, Tom L.

Rock Island, Illinois

Tippit, Larry Cumby, Texas

Merkle, Ralph E.

Orlando, Florida

Russell, Ed J.

Tustin, California

Traylor Jr., Thomas B. Birmingham , Alabama

Miller, Devery S.

Mt. Laurel , New Jersey

Ryan, Arthur H.

Farmington , Michigan

Tye Jr., Reuben D. Arlington , Texas

Miller, Jerry A.

Conyers, Georgia

Sabata, Tom

Scotia, New York

Wall, Randall J. Ava , Illinois

Minor, George L.

SI. James , Missouri

Sadler, William E .

Atlanta, Georgia

Watson, William F. Tul sa. Oklahoma

Motsinger, Xen

Cayce, South Carolina

Sentell, Michael

Maryville, Tennessee

Welch, David Venice, Florida

Noack, Mary

Camarillo, California

Serviss, Cheryl

Arroyo Grande, California

Wolter, Charles E. Niles, Michigan

Nugent, Stephen

Durham , New Hampshire

Shaeffer Jr., Bruce

Lititz, Pennsylvania

Wrench, David F. Mountain View, California

O'Brien, John D.

West Newton, Pennsylvania

Short Wing Piper Club

Halstead, Kansas

Wright, George F. Coldfield , England

Ormosen, Sharon Lee

Yuba City , California

Sitta, C. Donald

Farmington. New Mexico

WunderUn, James Milwaukee, Wisconsin

Othnin-Girard, Roland

Sevres , France

Smith, Brian

Ripon, California

Wustrack, Frank Oostburg , Wisconsin

Patterson, Donald E.

Plymouth, Minnesota

Smith, Leonard C.

EI Toro, California

Wutzen, James Kirkland , Washington

Penrod, Byron

Brazil, Indiana

Smith, Michael

Sioux Falls, South Dakota

Yearout, Michael Breckenridge, Colorado

Pesch, Norm J.

Miami , Florida

Smith, Richard C.

Wichita, Kansas

Zimmer, William J. Venice, Florida â&#x20AC;˘

Phillpotts, Andrew D.

Auckland, New Zealand

Southard, Ronnie L.

Milford, Delaware

VINTAGE AIRPLANE 29


MEMBERS' PROJECTS...

by Norm Petersen

This modified Piper J-3 Cub, N3556K, SIN 22247, is the pride & joy of Ron Swanson (EM 187331, AlC 7090) of Juneau, Alaska. Mounted on Edo 1400 floats with dual rud足 ders, the Cub sports an 0 -200 Continental engine, 24 gal. wing tanks, digital voltage indicator, NavComm, ADF, intercom, Loran and a King depth sounder. With no electri足 cal system, a battery under the seat runs the equipment and is charged by a solar charger in the skylight. Due to salt water use, every possible use of stainless steel is employed. Ron replaced the lower longe足 rons and then gave the entire fuselage five coats of epoxy primer followed by a coat of Aerothane. Ron has flown the Cub over Canada, Alaska and the U.S. and re足 ports, '1he Cub is for fun, keeps me out of trouble and I couldn't imagine life without it'"

This very pretty Stinson 108-2, N9754K, SIN 108-2754, belongs to Walter Hankinson (EM 279854, AlC 11908) of Shiloh, N.J. Neat paint job is set off by polished spiMer and original factory wheel pants.

30 MARCH 1989


Where The Sellers and Buyers Meet. ..

25e per word, 20 word minimum. Send your ad to

The Vintage Trader, Wittman Airfield

Oshkosh, WI 54903-2591 .

AIRCRAFT: (2) C-3 Aeronca Razorbacks, 1931 and 1934. Pack­ age includes extra engine and spares. Fuselage, wing spars and ex1ra props. Museum quality! $30,000 firm' Hisso 180-hp Model "E". 0 SMOH with prop and hub and stacks. Best offer over $10,000.1936 Porterfield 35-70 , the lowest time Antique ever! Less than 200 hrs. TTA & E. 20 hours on engine. $12,500. No tire kickers, collect calls or pen pals, please! E.E. "Buck" Hilbert, P.O. Box 424 , Union, Illinois 60180-0424.

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 .

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 list. Full size wing drawings. Plans plus 139 page Builders Manual - $60.00. Info Pack - $5.00. Super Acro Sport Wing Drawing ­ $15.00. The Technique of Aircraft Building ­ $12.00 plus $2.50 postage. Send check or money order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

ENGINES 108-hp Lycoming 0-235-C2C engine. 1,985 hours TT on 2,400-hour TBO. Logs available. Cur­ rently flying on a 1973 Grumman AA1-B. Mags and harness not included. $2,500. Contact Mark Phelps, 414/426-4825. 160 hp Gnome - extra cylinders and prop hub; remarkable inside (run once) . Missing push rods . Rusty casing, in original crate. 215/340-9760 or 215/340-9133 .

MISCELLANEOUS: Have We Got A Part for You! 20 years accumula­ tion of parts for all types of aircraft - antiques , classics, homebuilts, warbirds. Everything from the 32 MARCH 1989

spinner to the tail wheel. Air Salvage of Arkansas , Rt. I, Box 8020, Mena, AR 71953, phone 5011394­ 1022 or 50 11394-2342. (3-2/579111)

CUSTOM EMBROIDERED PATCHES. Made to suit your design, any size, shape, colors. Five patch minimum . Free random sample and brochure . Hein Specialties, 4202P North Drake , Chicago, IL 60618-1113. (c -2/89)

Warner 145 Oil Cooler Radiator, used but no dam· age, $75.00. WW II Curtiss P-40 radio, needs cleaning, not operating , $75.00. WW II "Gibson Girl" emergency radio . One broken gear. Corro­ sion. $50.00. Mechanical brakes for Bendix wheels. Used. $50.00/pair. Jack & Henitz energizer for winding up hand inertia starters on radial en­ gines. Operates on 110 V. AC or DC. Portable. Used. Still works. A rare item. $500 Wind generator, new wood propeller 15 inch. Used very little. Good armature. 13 volts, 33 amp. ready to use. $500.00 Combination electric, hand inertia starters for radial engines. Two are hand inertia only . $50.00 each . Bendix Stromberg carburetors for radial engines. Three R-7A, one R-7. Used, not broken . $75.00 each . Two ski pedestals of cast aluminum. 725 Ibs. per ski. Mfg'd. by Heath, years ago in Michigan. $75.00/pair. One brand new wood propeller. 90 hp FloUorp design 7845-47. 19425. Length 78- 114. $500.00. Paragon propeller for ro­ tary engine. Wood, white oak. Six bolt, length 8 ft. 1 inch. Pre-WW I. Used, tips nicked. Being re­ paired . Original $800.00. Picture of any item on request. All prices F.O.B. Can ship UPS, parcel post. Write : Oldtimer, P. O. Box 1237, Yelm, WA 98597. (3-1)

For Sale - Cessna baffles, Continental engine No. 0555174-7-9-8 new. Stromberg NA-S3-Al ex­ cellent. New Continental 0300D oil sump in box No. 530763A 1. New Continental ring sent 5 over No. 638111000. Goodyear brake linings, send part no. 1940 J-3 excellent. In box 6948 McCauley C­ 150. Paul Lambarth , 2624 Hartman Road , Saline, M148176. Ink renderings - of your restored classic, warbird or homebuilt. First quality precision work. Concep­ tual rendering, drafting also available. Wizard De­ sign & Engineering Co., Route I , Box 738, lin­ wood, NC 27299, 704/956-2800. (3-1) FOR SALE - Yellow-tagged rear accessory case for 0-320A or B model, with oil pump. $250.00. Trim crank handles for J-3 - J-5 and others. Brand new, painted Olive Drab, $6.00 each. 3 for $14.00. Two Bendix mags. SF4LN8, one with gear drive. $125.00 for both. One Bendix mag SF4R-8 with drive, $65.00. All mags need overhaul. Marvel­ Schebler MA-3-SPA carburetor needs throttle lever, complete, probably needs overhaul. No data plate, $225.00. Parts for Marvel MA-3-SPA car­ buretor. New idle needle, Part No. 43-564 - $15.00. New throttle shaft with bushings, Part No. 13-949 - $20.00. New needle and seats, Part No. 233-615 - $30.00. Scott 6-inch tail wheel model 3000 ­

same as model 2000. Completely rebuilt to new condition . Tire is good condition, $160.00. No Per­ sonal Checks. UPS paid on all items. Bokodi, 820 N. Cline, Griffith, IN 46319. (3-1)

Marvel Schebler Carb - MA3 for A65-75 Conti­ nental - $300.00. Bendix mags SF4R-8, SF4L-8 for 65 hp., Eiseman LA4 for 85 hp. $75.00 for each . Cessna 140 stainless exhaust and heat muffs . $200.00. Taylorcraft tail surfaces. Complete set 5 - $375.00. 315/363-4915. (3-t)

Save your magazines? - A clip allows you to file your magazines in common three-ring binders with­ out punching holes. For more information and a FREE sample, send 50 cents in stamps to: Lee Sherry, Dept. VA, 711 Ninth Avenue, SW., Puyal­ lup, WA 98371 , 206/845-4209. (3-1)

Fifty yards 60" Grade "An fabric - $250.00. Three rolls 2 inch and one roll 3 inch pinked tape. $100.00. Evenings, 205/347-2887. (3-1)

WANTED: Wanted : Eclipse Aviation Generator, Div. Bendix, for Warner 165 hp engine. Generator type: 300, model I , 15 volt, 15 amp. (or greater), style A, with flexible drive. Call Gerry, 508/238-1111. (4-3) In search of - engine repair parts for Aeronca E-113. Jones, 131 S. West Street, Doylestown, PA 18901,215/340-9760 or 215/340-9133. (3-1) Wanted - Air Associates 12 volt wind generator for the 1940 Stinson Modell 0 which I am restoring . Tom Julian, 118 Wilder St. , Niceville, FL 32578 , 904/678-3357 after 5 p.m. (3-1) Wanted -for SIN 30002,1953 C180 - (I)-glove box door 0713003-1 ; (3)-radio covers 0713003-24. Red Hamilton, 5713 Gibbons Drive, Carmichael , CA 95608, 916/481-2407. (3-1)

Wanted: Front and rear wind screens to complete Tiger Moth rebuild. Complete, or parts okay. Call 406/587-0614 or write P.O. Box 1147, Bozeman, MT 59771. (3-1)

TOOLS: Tools, hand & power for all aircraft work. Rivet­ ers - Drills - Fasteners - Accessories - Tool Kits. Everything for the kit builder - 96-page catalog available. $2.00 (refundable with first order). U. S. Industrial Tool & Supply Company, 15159 Cleat Street, Plymouth , MI 48170. Call toll-free 1-800­ 521-4800. (4/89-6)


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VINTAGE AIRPLANE 33


THE BUILDING OF VOYAGER

BASIC AIRCRAFT PAINTING

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The complete, in-depth story of one of aviation's greatest achievements ­ the non-stop, non-refueled flight around the world by Voyager - and the dedicated crew that made it pos­ sible. Narrated by Cliff Robertson, this revealing tape takes you behind the scenes to recount every aspect in the amazing saga of this incredible "do­ it-yourself high tech" accomplish­ ment. VHS 21-36421; Beta 21-36422; 8mm 21-36853.

Leam the secrets of the experts with these detailed instructions on how to paint an all metal aircraft. Tips and techniques by professional painters that covers 10 different topics includ­ ing stripping, etching, filling and sand­ ing, base colors, spraying colors, and more. Another in EAA's continuing "How-To" series. 60 minutes. VHS 21­ 36467; Beta 21-36468; 8mm 21-36854.

Floatplane flying at its best! An in­ depth look at the deHaviiand Beaver­ its history, flying characteristics, water handling techniques and demonstra­ ting proper takeoff and landing pro­ cedures for variable water surface conditions. Excellent air to air photo­ graphy. Breathtaking scenery. VHS 21­ 36435; Beta 21-36436; 8mm 21-36858.

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by George Hardie Jr. This month 's Mystery Plane bears a marked resemblance to the Lockheed "Sirius" floatplane used by the Lindberghs on their survey fli ghts in the 1930's. The photo was submitted by Peter M . Bowers of Seattle , Wash­ ington , date and location not given. Answers will be published in the June, 1989 issue of THE VINTAGE AIRPLANE. Deadline for that issue is April 10, 1989. The Mystery Plane for December , 1988 brought a record number of an­ swers. According to information re­ ceived from the operator of Jane 's Field, Anoka, Minnesota where the photo was taken, the airplane is a Hunting Percival Pembroke C Mark I. Gerry Norberg of Winnipeg, Man­ itoba , Canada gave a detailed reply : "The aircraft depicted is a Hunting Percival P66 Pembroke. This aircraft was designed in Great Britain in the mid 1950s. It was originally designed to be used as a light military transport and communications aircraft holding eight people . Several subsequent mod­ els were built with Plexiglas nose and provisions for photo survey work . .. "Since the aircraft shown does not have the transparent nose and is not in military markings, it can be argued it is actually a Hunting Percival Presi­ dent, which was a development of the Pembroke for the civilian market. The President was displayed for the first time in 1956. The Pembroke and Pres­ ident both used the Alvis Leonides Mk . 12701 9-cylinder radial engine of 540/ 560 hp. " David Simmons of Denver, Col­ orado added this : "The aircraft shown may be an ex­ Belgian aircraft. It appears to have a similar paint scheme as an ex-Belgian Air Force aircraft which was based in the Denver area a few years ago . Be­ sides the RAF and Belgium , the air­ craft was built for Finland , the Sudan , Sweden and West Germany. I don ' t know the total production, but RAF production was only 52 aircraft." And from Charley Gay, Tunkhan­ nock, Pennsylvania: "The answer to the Mystery Plane in the December issue of THE VINTAGE

AIRPLANE is a Hunting Pembroke . I am 14 years old and live on an airport my parents own and operate called Skyhaven Airport in Tunkhannock , Pennsy lvania. Fourteen Pembrokes were stored fifteen miles from our air­ port . The airplanes arrived after flying over Belgium to northeastern Pennsyl­ vania . I have been attending and enjoy­ ing Oshkosh Conventions since 1978 ." Unfortunately we do not have space for details from the many other an­ swers received. Others replying were: Peter M . Bowers, Seattle, W A; Brooks W . Lovelace , Jr., Albany , GA ; Char­ ley Hayes, Park Forest, IL; Ian A . Cal­ vert, Alexandria , V A; D. Kenney,

Stonington , CT; J . B. Hyde, Alameda , CA; Jim Hansen, Aromas , CA; Dave Lindauer , Dallas , TX ; Wayne Van Valkenburgh , Jasper , GA ; Norman F. McGowin , Jr., Chapman, AL ; Franci s W . Taylor , Woodward , IA; James B. Zazas, Carthage, NC ; John Carter, Bradenton , FL. •

References: British Civil Aircraft, 1919-1959, Vol. 2 Mac Donald Aircraft Handbook , 1966 Aircraft Of the World, 1955 Janes All the World' s Aircraft , 1949-1953

Hunting Percival Pembroke VINTAGE AIRPLANE 35



VA-Vol-17-No-3-March-1989