TheMagazilleo/the E 路A 路A 路 VIN'TAGE AIR'C ,RAF"'f.' ASSOCI 'AT'IoN
STRAIGHT AND LEVEUButch]oyce 2
DIAMOND IN THE ROUGH/ Hiller Museum
12 PASS IT TO BUCK! Buck Hilbert 15 KEEPING THE FAMILY WIDGEON/
H. G. Frautschy 20 NEW WIDGEON/ H.G. Frautschy 25 WHAT OUR MEMEBERS ARE RESTORING/ H. G. Frautschy
26 MYSTERY PLANE! H.G. Frautschy 28 CALENDAR 30 CLASSIFIEDS
Executive Director, Editor
HENRY G. FRAUTSCHY
VAA Administrative Assistallt
JOHN UNDERWOOD BUDD DAVISSON
JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE
ISABELLE WISKE SEE PAGE 32 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAR ASSOCIATION
For years I've kept an eye on the Beech 18, since it's long been one of my favorite airplanes. I'd love to own one, but like many of you, if I want one of those, I'd have to give up my other "going places airplane, my Beech Baron. I really like my Baron-I've flown "Windy" for nearly 1,400 hours and enjoy it very much. Fortu nately, as I've kept an eye on the market for the bigger Beechcraft, I've been able to point others to some of these great airplanes. It's always fun to see people realize their dream of owning a particular airplane, knowing it has been one of their goals. Dreaming of a Beech 18 in my hangar has given me more than one sleepless night, and seeing Mike Green blatt's Beechcraft in last month's issue of Vintage Airplane brought those feelings bubbling back up to the surface. I saw Mike at the Beech gathering that takes place in Tullahoma, Tennessee, each year. His family enjoys the aircraft as much as he does. I can remember seeing this Beech when he first showed up at Tulla homa. It's really come a long way! I believe there were 24 Twin Beeches at this year's gathering. For more in formation on the Beech 18, contact the Twin Beech Society. They were included in last month's listing of type clubs, and you can access this same list on our website at vintageaircraft.org. One of the big factors in the popularity of certain air planes is a strong network of owners/operators. The type clubs who have strong leadership and competent technical gUidance seem to do the best. Having support from the manufacturer or a third party parts maker with a PMA doesn't hurt either. When I owned a 1953 035 Beech in the mid-1980s, I needed a spinner for the Beech prop, and I was able to buy a new one from Beechcraft. Certainly, a popular airplane like the Cessna 120/140 also has a lot of great people to draw from their ranks to make a great club, but the bottom line is that it's the dedication by the type club volun teers that makes it work so well for the person who's just starting out. As a part of the EAA family, your VAA is also a great asset to those who love these old airplanes. With EAA's international reputation and resources, we are able to make certain our voices are heard when the need arises. II
One of the EAA headquarters ' staff who has been a great deal of help has been Earl Lawrence, vice presi dent of Government Programs. Earl and his staff, including Randy Hansen, Timm Bogenhagen, Kerryn Laumer, and Kathy Phillip, are on top of many govern ment issues at one time, and a number of items that concern us directly are on their plate. At this time, fuel programs and aging aircraft issues are two areas that impact vintage airplane owners, and we can thank our close association with EAA for keeping it in the fore front. As we add to our total membership, we'll have even more credibility with the FAA. Increasing our membership is one way you can di rectly impact our ability to support EAA in their efforts to work on our behalf. Each new VAA member you bring into the fold is also an EAA member, and as a part of a group of over 170,000 members strong, the policy and rule makers will hear our voices. We're always open to your comments and suggestions regarding the operation of your VAA and your magazine, Vintage Airplane. We also welcome your article submis sions (particularly technical "how-to" articles) to be used in Vintage Airplane. If you're a VAA Chapter newsletter editor, please be sure to mail a copy of your publication to H.G. Frautschy, our editor. Many of you may have noticed that Steve Krog, one of your VAA directors, is now heading up the Luscombe As sociation and the Cub Club. For more years than I can remember, John Bergeson and his wife, Alice, were the powers behind these two type clubs. After John retired, he put even more effort in these clubs. John and Alice have decided to enjoy other aspects of life and have handed the reins over to Steve and his wife, Sharon. John is a great guy, a promoter of aviation, a gentleman, and a good friend. Your input will be missed, but I still look forward to seeing you at future EAA AirVenture Oshkosh events, John! I came home the other day, and the yard was full of robins. Spring cannot be far off! I guess I had better get busy and finish the annual inspections on the Baron and Luscombe so we can go find our $100 hot dogs! Let's all pull in the same direction for the good of aviation. Re member, we are better together. Join us and have it all! .... VINTAGE AIRPLANE
compiled by H.G. Frautschy FURTHER WORD ON AERONCA AD
The final version of the FAA's Airworthiness Directive (AD) con cerning spar inspections on Aeronca and Champion airplanes has result ed in a number of comments and questions regarding the inspection methods. Group 1 airplanes are these Aeronca models: 7AC, 7ACA, S7AC, 7BCM (L-16A), 7CCM (L 16BA), S7CCM, 7DC, S7DC, 7EC,
COVERS FRONT COVER ... The Grumman Widgeon was ordered in quantity by the U.S. Coast Guard to help defend the home shores and rescue people at sea during World War II. This particular example was restored by Merrill Wien and is now owned and flown by his son , Kurt Wien . EAA photo by Mark Schaible, shot with aCanon EOS1n equipped with an 80-200 mm lens on 100 ASA Fuji slide film. EM Cessna 210 photo plane flown by Bruce Moore. BACK COVER.. . Last Tango is the title of this impressive oil on linen painting by Michael O'Neal, 3 Woodland Av. , North Brunswick, New Jersey 08902. Specializing in paintings of the pioneer era through World War I, his art graces the collections of many private galleries and the group historian's office at Langley Air Force Base. His paintings have also appeared in Over the Front, the jour na of the League of WWI Aviation Historians. Last Tango depicts the final flight and fight of Maj. Lanoe Hawker, VC against an oppo nent who would become a legend in his own time before falling after his 80th victory Baron Manfred Von Richthofen. Hawker, flying the outclassed de Havilland DH-2, was England's most famous ace by the time Richthofen pursued him in a descending series of spirals behind German lines near Bapaume, France. Only after dropping in tight circles nearly to ground level was the Red Baron able to bring his guns to bear on the Englishman as he made a break back toward his own lines. Hawker's death on November 23, 1916,would be the Baron's 11 th victory. 2 FEBRUARY 2001
S7EC, 7FC, 7)C, llAC, SllAC, llBC, SllBC, llCC, and SllCC air planes. These airplanes have engines that are 90 hp and lower (includes 60- to 90-horsepower engines). You must repetitively inspect airplanes that are modified with engines greater than 90 horsepower. To fur ther clarify the FAA's requirements for Group 1 airplanes, remember that this is a one-time inspection. Only if the airplane wing is dam aged subsequent to the inspection is a reinspection required within 10 days of the incident/accident. Further reading of the AD reveals that the FAA does not require you to install access panels on the top of the wing. The AD requires the proce dure be "Accomplish[edJ in accordance with the instructions in ACAC Service Letter No. 406, Revision A, dated May 6, 1998. This service bulletin specifies as an FAA-approved inspection option using a high-intensity flexible light (e.g., "Bend-A-Light"). A regular flashlight must not be used for this portion of the inspection. Alternative "FAA-approved" inspection options are listed in this ser vice bulletin. The ACA service letter states that additional inspection holes may be necessary to do a thorough inspection. Note that in any case, a complete and thorough inspection of the entire length of the spar is required, including the spar butt end. If only the minimal number of inspection holes needed to install and rig the wings and controls are installed, it would be impossible to adequately inspect the spar in accordance with the AD and inspection procedures. In addition to ACA service letter 417, which details the installation of inspection holes/panels in the wing, we've been advised of a supplemen tal type certificated set of upper wing inspection covers made avail able by Rainbow Flying Service, 3788 Municipal Airport Road, Moses Lake, Washington 98837-9137. II
Write to them for more details. Along with the procedures shown on the Citabria Owners Group web site at www.citabria.com. I'm sure other resourceful mechanics and owners will come up with an inspec tion method that will meet with the FAA's approval. We'd also like to acknowledge the huge effort expended by the leaders and members of the National Aeronca Club. After a mass mailing to all registered owners, the NAA task force created a comprehensive response to the proposed AD which gave the association and its mem bers concrete information that could be used by the FAA to modify the original AD. The split of the affected groups of airplanes is a direct result of comments made by NAA mem bers and many others to the FAA during the review process. In many ways, this AD, while still generating comments concerning its necessity, is a good example of how the FAA, Vintage Aircraft Association, EAA Government Programs office, and type clubs can work together to cre ate an acceptable solution to a tech nical problem concerning our vin tage airplanes.
C E S SNA CON T R OL Y O KE P ROPO SED AD
98-CE-5 7-AD would affect Cessna Aircraft Company models 150, 172, 175, 180, 182, 185, 206, 210, and 336 series airplanes. The proposed AD would affect those airplanes equipped with 0513166 series plastic control wheels. The proposed AD would require you to repetitively inspect these wheels for cracks, con duct a pull test on these wheels, and replace any control wheels that are cracked or that do not pass the pull test . Replacement of the control wheels would be with ones that are FAA-approved and are not 0513166 series plastic control wheels. The proposed AD is the result of many
incidents of control wheels cracking or breaking on the above-referenced airplanes. The comment period for this proposed AD will end on April 4,2001. You can review the complete text of the proposed AD at www. vintageaircraft.org. Click on the "Vintage News" link for the com plete text of the proposed AD. NOMINATIONS FOR EAA DIRECTORS
Pursuant to the directive con tained in the Experimental Aircraft Association, Inc. Bylaws, as amend ed, the President has appointed six members in good standing to act as the Nominating Committee to receive nominations for Class III Directors (three-year terms) to replace those Class III Directors whose terms expire during 2001 and for a Class IV Director (three-year term) to replace the Class IV Director whose term expires during 2001. Such nominations shall be sent to the Committee in accor dance with the procedures described below, and if insufficient nomina tions are received, the Committee shall make additional nominations of its own. The Committee appointed con sists of Ron Scott, Chairman, N8708 Sky Lane, Rt. I, East Troy,
WI 53120; lonnie Fritsche, W6305 Peninsula Court, Neshkoro , WI 54960; Robert D. Lumley, 1265 S. 124th Street, Brookfield, WI 53005; Ray Stits, 7340 Live Oak Drive, Riverside, CA 92509; Don Taylor, 6109 Copper Rose NE, Albuquerque, NM 87111; and Harry leisloft, 2787 Leisure World, Mesa, Al85206. Nom inations for EAA Directors In accordance with the Association's Bylaws, the terms of five Class III Directors and one Class IV Director as listed below will expire at the 2001 Annual Business Meeting held in Oshkosh, Wisconsin, and successors to these Directors will be elected at that meeting. Such Directors may suc ceed themselves. Class III Directors Susan Dusenbury William Eickhoff Robert Gyllenswan Leonard McGinty Vern Raburn Class IV Director Louis Andrew J r. According to the EAA Restated Articles of Incorporation, the Class IV Director must reside within fifty (50) miles of the location of the Convention (Oshkosh, Wisconsin). Nomination for these positions shall be made on official nomina tion forms obtainable from the Headquarters of the Experimental Aircraft Association, Inc., c/o Judy Reader, P.O. Box 3086, Oshkosh, WI 54903-3086 or bye-mailing jreader @eaa.org. The nomination petition shall include a recent photo of the candi date and contain a brief resume of his or her background and experi ence. Each Candidate m ust have been an EAA member for the previous three consecutive years. Each petition requires a minimum of twenty-five (25) signatures of EAA members in good standing with their EAA number
and expiration date. Nomination petitions must be submitted to the Chairman of the Nominating Committee, Ron Scott, c/o EAA Headquarters, P.O. Box 3086, Oshkosh, WI 54903-3086, no later than March I, 2001. Voting instructions and proce dures will be published in a forth coming issue of EAA Sport Aviation. Alan Shackleton, Secretary Experimental Aircraft Association, Inc. The Annual Business Meeting and Election will be held at the Theater in the Woods at 1:30 p.m. CDT on Sunday, July 29, 2001, at Wittman Airport, Oshkosh, Wisconsin, during EAA AirVenture Oshkosh to be held July 24 through July 30, 2001. EAA PROJECT SEEKS OX-S PARTS
EAA's Swallow biplane (below) is in the early stages of restoration, and its lead mechanic, Gary Buettner, is looking for some items EAA needs to complete the project. Built in 1928, the Swallow uses an OX-5 engine, and EAA's Swallow has most of the Miller valve gear parts, but it needs various parts of the valve train, including springs and keepers, the water manifold, and the magneto drive cover. Any OX-5 parts would b e appreCiated, as would be old instruments, either ser viceable or in need of restoration. "We also need general information about the Swallow, and EAA's New Swallow. Anything you have to offer this project would be appreCiated," Gary says . EAA Aviation Foun dation Collections Manager Ron Twellman is the point of contact at 920/426-5917 or rtweiiman@eaa.OIg. .....
VINTAGE AIRPLANE 3
A homebuilt pioneer-era aircraft is restored by the Hiller Aviation Museum Contributed by the Hiller Aviation Museum Dominguez Hills. Los Angeles. California. January 1912 A homebuilt Curtiss-type aero plane christened the Diamond was entered with much controversy in the third and last air meet to be held at Dominguez Hills, California. Many of the entrants did not want to com pete with an unknown pilot , particularly one flying an amateur built aeroplane. But more reasonable voices prevailed, and Weldon B. Cooke, having qualified for his flying certificate (#95) in Oakland, Califor nia, just one week previously, was allowed to participate as the pilot of the Diamond. The owners and builders of the aeroplane must have realized, however, th at they were outclassed in both speed and maneu verability, and perhaps even the experience of the pilot, so they elected to concentrate on two areas of performance: altitude and en durance. Those two events offered 4 FEBRUARY 2001
some of the highest prize money. Eleven days of flying saw Weldon B. Cooke triumphantly fly the Dia mond to an altitude of 5,600 feet, the record for the meet. He also clocked over 18 hours of total flying time to claim the end urance prize. The air meet rules allowed two hours of flying each day of the II-day meet, for a maximum accumulative total of 22 hours. By the end of the air meet the Diamond, flown by Wel don B. Cooke, had c laimed over $7,000 in prize money. Pittsburg. California. 1910-1911
The Diamond began to take shape just over one year before the 1912 air meet. Lan P. Maupin, a dredge cap tain on the Sacramento River, and Bernard P. Lanteri, owner and opera tor of a shipyard in Pittsburg, California, became intrigued with the idea of flight. Public interest in
avia tion was running high as aero planes were just beginning to appear in the skies over Northern California and many articles were being pub lished in newspapers and periodicals of the time. Th e actual dates of the construc tion are not precisely known, but a short article in the Ant io ch Press stated that an aeroplane being built by t wo l oca l men, Lanteri and Maupin, sho uld be ready to fly by midsummer (1911). The aeroplane they built was then known as a "Cur tiss-Type," an d the machine they built followed the design and dimen sions of the "New Curtiss Bi plane-General Arrangement and Con struction Details," as published in AERONAUTICS, a 1910 periodical. That is, with one exception. An origi nal photograph of the completed plane, dated 1910, shows that the builders of the Diamond, perhaps be
The restoration of the Diamond took place in the shops of the Hiller Aviation Museum. Courtesy of Hiller Aviation Museum.
cause they were both boat men, elected to put the wing fabric on the under surface of the wings rather than on the upper surface. Their ini tial attempts to fly the plane must have proved this to be a bad decision, for the fabric was soon removed and rein stalled on the top of the wings. According to the date on the photograph, the Dia mond was actually completed in 1910, so per haps the referral in the Antioch Press to the comple tion of the aerop lane and the upcoming flight in midsummer of 1911 was due to this change in the wing fabric. In addition, that same photograph shows the ailerons mounted between the leading edges of the wings, just as the 1910 Curtiss construction drawings call for, but all other photographs of the Dia mond show the ailerons on the trailing edge, just as Cu rtiss began doing in 1911. A budding young aviator, Weldon B. Cooke had become interested in aviation in 1910 and had built and was flying a Montgomery-type glider. This type of glider, like many other flying machines of the time, used a combination of wing warping and weight shifting for control. The designer, John Montgomery, was a professor of physics at Santa Clara University and had been experi menting with gliders since 1884. Montgomery's gliders had a very successful record, including flights released from manned balloons fly ing as high as 4,000 feet. Cooke had made several short hops with his glider when he heard of an aero plane under construction in Black Diamond (now known as Pittsburg), California, by Maupin and Lanteri. He visited the two men to con vince them to let him try his hand at
flying their aeroplane. Maupin and Lanteri gave him the chance, and Cooke, proceeding cautiously by taxiing back and forth across the field for several days, eventually got it into the air. He flew th e machine so well that he was invited to be come the aviator of the Diamond. By September 20,1911, he had gained enough confidence to make a flight of two miles over the city, and the next day he made a flight of 14 miles. October 6 and 7 saw his first public exhibi tion at Walnut Creek, California, and on October 12 he flew over Oakland, California, dur ing a Co lumbus Day celebration . During a flight from nearby Alameda, he made a landing at Lake Merritt that ended in the lake, but the slight damage was soon repaired, and both Weldon and the Diamond were back in the air the next day. The first week of December saw him doing exhibition flying at the Stock ton Fair, making flights to 3,000 feet that lasted over one hour. Following this exhibition he flew to Lockeford, California, to visit his grandmother and returned to Stockton the next day. On December 19 he made a very unusual flight, flying over Oak land, dropping a letter to his brother at the University of California at Berkeley, and then continuing on to
Mount Tamalpais. He circled Mount Tam at an altitude of 5,000 feet and returned to Alameda. A very daring flight for a novice aviator in a home built aeroplane! December 31, 1911, and January 1,1912, found Cooke and the Dia mond in Santa Rosa, California, for more exhibition flying. This was fol lowed by preparations for the entry of the aeroplane in the Southern California air meet to be held Janu ary 20-28. At the end of the Dominguez meet, less than six months after Weldon B. Cooke be gan flying the Diamond, it was dismantled, crated, and shipped back to Pittsburg, California. It would never again be flown. The Di amond remained stored at the shipyard until the widow of Lanteri (Lanteri had been killed in a boating accident) asked Lan Maupin, who now resided in Yuba County, Cali fornia, if he would like the remains of the aeroplane. It was then shipped to his ranch in Tudor, California, where it remain ed in a barn until 1930. Yuba County, California, 1930
Yuba County was in the process of preparing for the Sacramento Val ley Land Show to be held September 23-28, 1930, when it was decided to VINTAGE AIRPLANE 5
The Diamond as it appeared at the Dominguez Hills air meet before the air meet at Dominguez Hills - you can see the ailerons still installed on the interplane struts between the wings. Also of note is the forward elevator control. Look at the top surface of the elevator, and projecting from it is a long control horn. The elevator push/pull rod, most likely made of wood, runs aft to its attachment to the back of the control wheel.Courtesy of EAA Archives.
feature the Diamond as one of sev eral aviation displays. Arrangements were made with Marysville Union High School, which had a very ac tive aeronautics program, to reassemble the aeroplane. As best as can be determined, they had only two to three weeks to make the plane presentable. Under the guidance of Lan Maupin and with a lot of hard work by the students and their teachers, the aeroplane once more took shape. It is apparent from pho tographs that many parts had to be newly constructed, for the landing gear was different and the forward elevator (canard) had shorter inter plane struts. A later examination also showed that each outer wing panel was rebuilt three feet shorter than the original and the recon structed wing spars were made of redwood. The wings may have been shortened intentionally, for the plane was used in the opening day parade, which may have required 6 FEBRUARY 2001
the shorter wing. The original wingspan, including the ailerons that extended four feet beyond the wingtips, was 40 feet, while the aero plane displayed in Marysville had a wingspan of only 34 feet. But the students and their teachers did what they could with what they had, and the plane was put on display. Oakland, California, 1933
By 1933 the Oakland Port Author ity was considering using the Diamond for a display in the termi nal of the Oakland Airport. An agreement was made to display the plane in a well-protected environ ment for all to see. It remained there until 1948, at which time Paul Gar ber of the Smithsonian Institution approached the Oakland Port Au thority with the hope that it might be transferred to the National Air Museum. The transfer was agreed upon, the aeroplane crated once more, and the Diamond left Califor
nia, not to return for SO years. Hiller Aviation Museum, San Carlos, California, 1988
The Diamond was returned to California, and the restoration direc tive from the National Air and Space Museum, though quite detailed about what was thought to be restor able, was straightforward. Restore the aeroplane to the 1912 Dominguez air meet configuration, and use as much of the existing aero plane as possible. The project began with the task of assembling the various parts that had been in storage for the past SO years. This immediately became a challenge, for nothing was labeled or marked, and all the parts were badly weathered or delaminated. In some cases a few of the parts ap peared to come from another aeroplane. By comparing parts with photographs, along with wear marks and impressions on the wood made
by metal fittings, the seemingly im possible puzzle was pieced together. Early on in the process, the decision was made to replace all of the wing structure, along with the canard and tail assembly. Not only was the wood too rotted to be of any structural use, but also in the case of the wing beams the wrong type of wood had been used in the 1930 reconstruc tion. In contrast, the restoration team decided that most of the origi nal outrigger beams (the fore and aft extensions supporting the canard and tail surfaces) were usable. Most of the outrigger struts were also in sound condition. Further examina tion showed that many of the metal fittings , along with the undercar riage, wer e constructed of metal water pipe, probably from the Marysville Union High School recon struction, and would have to be replaced. The actual restoration began with the careful measurement of the as sembled machine and the construction of a full-scale side-view lofting, or drawing. This was invalu able in the layout of the undercarriage, engine bed, pilot seat, canard support, and rudder. Many other checks of angles and dimen sions were also possible. Work then began on the wing ribs and inter plane struts, all being built with
laminated spruce over ash. The cen ter-section wing beams are laminated in the same way. The shaping of the wing ribs was accomplished by glu ing and forming the ribs in a special fixture, a method very similar to that used by Glenn Curtiss. The inter plane struts also reqUired very careful shaping, using specially designed fix tures to assure accuracy. The four outrigger beam units also had to be replaced. Each consisted of 1-1/2 inch diameter spruce poles that were hollowed out with a 3/4-inch core router bit and then glued together. A 3/4-inch diameter router bit was then used to finish the outside ra dius, followed by enough sanding to remove any tool marks. All new parts were then stained to match the old parts as closely as possible. Assembly of the new parts began with the outer wing panels. It was believed that the wings received from the National Air and Space Mu seum were correct, so wing beams were cut to length and shaped ac cordingly. Careful reference to the original photographs was continu ally made to determine the wing rib spacing, but the rib layout pattern did not appear to be correct. This was when it was discovered that the wing panels received from the Na tional Air and Space Museum were three feet short of what they should
be. After a second set of wing beams was cut and shaped, the layout and assembly continued with no further problems. As work progressed some amazing discoveries evolved. A trip to the Glenn Curtiss museum in Ham mondsport, New York, brought back a series of articles published in AERO NAUTICS, dated February through May 1911 entitled "How to Build a Curtiss-Type Biplane." A three-di mensional drawing published in 1910, which included some con struction details, was also discovered. A comparison of these articles, along with the dimensional draWing, not only proved to be a great help, but also confirmed that all the measure ments and scaling of photographs done by the restoration team were correct. One question dogged the Hiller team from the beginning: What hap pened to the many original parts that never made it to Yuba County from Los Angeles in 1930? Fully ab sorbed in the mystery, Hiller's Newton Craven had been poring over old aviation magazines, and among the pictures he recognized a familiar-looking control column in the hands of Paul Poberezny, EAA's founder. "My God," said Craven, "That's the Diamond's steering col umn!" The photo was part of an article announcing the ac quisition by EAA of the parts of a pioneer-era homebuilt airplane. Days later he was in Oshkosh with Poberezny ar ranging for the reunion of the long-missing authentic parts with the body of their origin. It was a bountiful vic tory: control column, seat, Out of its storage crate for the first time in 50 years, the aeroplane is assembled to check if the various pieces fit. A photo and short article in the March 1965 issue of EAA Sport Aviation led the Hiller Aviation Museum staff to EAA founder Paul Poberezny, who helped get the group of Diamond parts in the EAA collection reunit ed with the rest of the airframe. Courtesy of Hiller Aviation Museum. VINTAGE AIRPLANE 7
front and rear forks of the undercar riage, fittings, compression members, wheels ... and all of them in good condition! Even a 1910 tire was still inflatable. The story of how the parts came to EAA managed to fill in a few gaps in the Diamond's history. In 1964 Poberezny had received the missing originals from a Texan friend, Neil Carr, who had inherited the old Cal ifornia Airplane Co. on San Francisco's Gough Street. Along with the company-for reasons un known-came the missing pieces of the Diamond. After negotiations and fundrais ing, the parts were purchased by the Hiller Aviation Museum and shipped to San Carlos, California. The restoration crew was astounded and overjoyed as the parts fit into place. Among the parts received were much of the undercarriage (includ ing the wheels), the control column with the control wheel, and the aileron control system, which uses a hinged seat back called a crotch. This allowed the pilot to simply lean left or right to control the ailerons, which bank the aeroplane. Also in cluded were wing compression ribs and a bamboo control rod with fit tings for the canard. All parts fit as though they had never left the Dia mond. It is open to speculation as to how these parts became separated, but it is believed that when the Dominguez Hills air meet was over and the aeroplane was prepared for shipment back to Pittsburg, Califor nia, some of the parts may have been sold or perhaps given away. A street address, 743 Gough Street, San Francisco, California, was found in the box of parts acquired from the EAA Museum. The San Francisco Di rectory of 1912 lists the California Aeroplane Company at that address. The canard, horizontal stabilizer, and rudder were built using the "How to Build a Curtiss-Type Bi plane" information and period examples of construction tech niques. All joints were reinforced with brass sheet metal, nailed 8 FEBRUARY
through with brads, clinching each tip, and then soldered. Again, those "original" parts sent from the Na tional Air and Space Museum did not use this technique and were thought to be built by the Marysville Union High School students in 1930. Most of the metal fittings had to be replaced, for corrosion had taken its toll. Using the original examples on the plane, new interplane strut sockets were made, along with tabs for attaching the wire cross bracing. The wire bracing itself was also made, along with all turnbuckles. Many of the wing rib front sockets used to attach the ribs to the for ward beam were in serviceable condition, so they were cleaned and reinstalled. The originals were made of brass and had not corroded. How ever, the hat-shaped brackets holding the ribs to the rear beam had to be replaced. The "X" frame supporting the canard was also fabri cated by the restoration team, and again, the full-size drawing of the aeroplane proved invaluable. All new control cables, cable guides, and pulleys also had to be made, for none had arrived with the shipment from the National Air and Space Mu seum. Though control cables were acqUired form the EAA Museum, none were serviceable, but they were helpful as a guide in making the new parts. The actual routing of the control cables was determined by re ferring to photographs and the three-view construction drawings of the 1910 Curtiss. The metalwork as sociated with the outriggers, though corroded, appeared to be serviceable. It was cleaned and repaired and is now on the Diamond. Just two years after receiving the crated Diamond from the National Air and Space Museum, the entire re stored airframe was completed and assembled with all wire bracing. This also included the rigging of the con trols. It was then necessary to disassemble the aeroplane so that all panels could be covered with the ap propriate fabric and finish. Most aeroplanes builders of that time used
brass upholstery tacks to fasten the fabric to the airframe, so a search had to be conducted to find the cor rect tacks. The tacks were finally located in Germany, and a shipment arrived by post. A narrow cotton webbing was used over each rib to reinforce the fabric under the tack heads. Over 2,000 tacks were used to fasten the fabric to the Diamond. Some early plane builders used fabrics such as rubberized balloon cloth and even silk, while others used raw linen and applied a finish that would make the fabric airtight. The various finishes available in cluded a shellac, a spar varnish, linseed oil, and beeswax thinned with turpentine. These were all tried on test panels, but in the case of the raw linen covering the Diamond, it was found that the only type of modern day finish that would tighten the fabric while making it airtight must contain water. Four coats of brushed-on water-borne clear lacquer were used, with very careful sanding between the third and fourth coat. The covering of the wings, stabi lizer, rudder, and canard was completed by the end of April 2000, and reassembly was about to begin. By this time the restoration team had received an original Roberts 4X engine from the National Air and Space Museum, though several ex ternal parts were missing. The missing items included the water manifold, water pump, and mag neto. After relentless searching, only the magneto was found, so, relying on the photographs, the missing parts were fabricated. The dual radia tors, fuel tank, and propeller also had to be built. Careful scaling of photographs provided the team with the necessary dimensions for build ing the radiators and fuel tank. The National Air and Space Mu seum lent the team a propeller, but it was to be used only as an example to be copied. It was six inches shorter than what was reqUired for the Dia
-continued on page 29
I first found out about this little bear on February 9, 1996. I received a fax from a friend advising me of the existence of five Piper Super Cubs languishing in an ext.ended winter slumber. The airplanes had been in this suspended state for around eight years. Associate Professor Terry Dor ris and I decided to try to get at least one of the aircraft. We set the paper work in motion with high expectations. Within a few days I re ceived the news that we were granted possession of one of the yet-unseen aircraft. Terry and I made plans with some students from our school (Mid dle Tennessee State University in Murfreesboro) to travel to Columbia, South Carolina, to claim our prize. Our trip started uneventfully but we soon ran into a snowstorm that cov-
Cub is revived
by Bill Allen ered the mountain pass between our destination and us. After some slip pery travel we arrived in Columbia and found the entrance to the ware house where our Cub was sleeping. Unfortunately, the late hour pre vented us from making visual contact. The next day we drove to the warehouse and saw for the first
time the cache of aircraft and aircraft parts stored there. Deep within this mass of pieces lay the heart of our plane, the fuselage of N8994Y; what had this Cub seen and done before ending up in this den? Super Cub PA-18-1S0, serial num ber 74-09135, was originally delivered to the U.S. Immigration and Naturalization Service with a IS0hp Lycoming 0-320 engine. The U.S. Border Patrol in El Paso used the aircraft until 1983. The slow speed and gentle demeanor of this airplane made it the ideal aircraft for flying surveillance missions with a high de gree of safety. The cruising speed of around 110 mph means that you won't get anywhere quickly, but the 44 mph stalling speed means you won't need much runway when you VINTAGE AIRPLANE 9
service headquarters' get there! Based on the warehouse. That was published figures from Piper, you can fly the the beginning of an Cub for 3.5 hours and eight-year hibernation leave yourself the re for this Cub. We found the per quired half an hour of fuel when you land. son in charge of the When the U.S. Bor warehouse and drove der Patrol decided to to the side entrance. let the Cub browse, it Upon entering the warehouse, there were was turned in to the federal government's old chain saws, weed General Services Ad eaters, tractors, a Cessna 180 (I missed ministration. The next agency to call on this that one), and the little bear was the U.S. remnants of five Super (Above) The Super Cub in its uncovered assembled form so the wing and control Forestry Service. Soon surface rigging could be checked. The new struts are built by Univair and comply Cubs. We learned after the U.S. Border with AD 93-10-06. (Below) Eric Lorvig dons a full-coverage, pressurized protective from our "guide" that Patrol turned it in, suit and mask while using a high-volume, low-pressure (HVLP) paint gun to apply the plane we were Cub Yellow Superflight polyurethane paint to the bottom of the left wing. The they picked it up. The white undercoat, which you can see on the fuselage in the foreground, enhances given was the least aircraft was to be the yellow color. damaged of the lot. based in Columbia, We inquired as to South Carolina, with what parts and acces the South Carolina sories went with State Commission of which aircraft. After Forestry. The aircraft hearing "Well, I guess would spend several you need to pick up years in Columbia fly what looks like a com plete set of parts," we ing many different missions related to the started to load our van conservation of wood and trailer. We took lands. The airplane notice of a crushed would use only a frac vertical stabilizer, tion of its 17,OOO-foot missing radios, and a missing engine cowl service ceiling during these treetop opera ing. After loading the collection, we headed tions. The exceptional, and con back to Tennessee, servative, 760-foot-per-minute head back as they were low on fuel, where we displayed our spoils to col advertised rate of climb provided the but soon the engine began to sput leagues and students alike. I took operators with an added sense of se ter. The pilot switched to the left inventory and found we had to pur curity should they have to ascend tank, which should have had about chase some parts, including a new rapidly. The 50 degrees of flaps en 30 minutes of fuel, but it too was vertical stabilizer, a rudder, an eleva sured that the occupants could empty! They could not make the air tor, a main wing spar, some ribs, and descend at a steep angle and drop port and decided to land in an open a complete engine cowl, to name a into almost any field. This ability field that had a dirt road running few. The Cub then went back to sleep would soon be tested. through it. They landed longer than in our hangar while we finished an March 7,1988, started out as a expected, and with the engine no other restoration project. routine fire patrol day for the pilot of longer running, there was no go In 1997 Eric Lorvig, a particularly N8994Y and his observer. They left around. The plane flipped over, and ambitious Airframe and Powerplant Orangeburg Airport at about 2 p.m. the soft dirt on the lower side of the student, told me he would work on with full fuel tanks and headed to field claimed the little Cub. The two restoring the Cub without pay, if I patrol the assigned area. The two occupants were unhurt and walked would let him. By the time the plane flew for an hour on general patrol out of the field. They returned the was finished this became one semes and then helped a fire tower find the next day to extract the airplane from ter of free labor for me and over two location of a fire. They decided to the field and take it to the forestry years of paid employment for him. 10 FEBRUARY 2001
All covered and painted, the fuselage is at the "gO percent done, 50 percent left to do" stage of restoration . The Cessna 150 Texas Taildragger conversion peeking out of the hangar door was converted at MTSU.
He started with the still and video camera work of documenting where all of the pieces went to ensure that he would n ot have any "mystery" pieces left over. He stripped the fuse lage bare and commenced with the sandblasting and priming of all the steel parts. We inspected the balance of the parts and made almost daily orders to Univair and Cub Crafters searching for new and serviceable re placement pieces. The plane saw almost steady progress despite bud get constraints from time to time and the occasional university break or holiday periods. We installed a new instrument panel since the vac uum system was not retained. The plane was re-covered using the latest in synthetic fabric covering systems and finished with Cub Yellow Super flight polyurethane paint, with sanding between each coat. During the summer of 1999 it be gan to look like N8994Y was going to come togeth er. The goal at that time was to make it to EAA AirVen
ture Oshkosh. When it came time to register this well-rested C ub , we wanted a registration number that fit this aircraft. We selected N147MT, representing our FAR Part 147 school and MTSU. The airplane flew for the first time, again, on)uly 22,1999, with Eric at the stick and a newly overhauled 150 Lycoming out front. He told me he would run it down the runway a few times and see how it felt. He gave it half power, and it wanted to fly. He said h e just de cided to give it full throttle and see what happened. It rose into the air, climbed through the pattern altitude in seconds, and then circled the air port. He called back on the radio periodically and landed after about half an hour to check for lea ks and general condition. W e found no leaks or loose parts, and after mak in g the required 91.407 logbook entry, he set out again and flew until almost dark. The true test for th e new ly chris tened N147MT would be the trip to
Oshkosh. We made the trip on the Tuesday following the Friday test flight, after building about six hours on the engine. Eric fl ew the Cub to the fly-in, and I followed him in MTSU's Beaver. Although we took different routes, we arrived in Oshkosh minutes apa rt. The trip up was uneventful as the 6,700-hour airframe performed flawlessly. Eric made the return trip and was very appreciative for the opportunity to display his work and to show it at the biggest nation al aviation event in the United States. After returning from Wisconsin, N147MT was put into service with the MTSU Flight School, training students pursuing their tailwheel en dorsem e nts . The plane also serves in several other capacities, includ ing as an air show display, a parts chaser, a taxicab, etc. It shows a lit tle wear from its 400 hours of duty as a flight school trainer, but it has come a lon g way from its South Carolina "cave." ..... VINTAGE AIRPLANE 11
by E.E. "Buck" Hilbert EAA #21 VAA #5 P.O. Box 424, Union, IL 60180
More on Engine Pre-Heaters The response has been great. r hadn't received my December magazine yet when r had a call from the frozen northern regions. The caller adamantly insisted that up there they couldn't live without their heaters. He insisted they plug'em in the fall and leave them on until spring and "there ain't no other way." He really took me to task. Then the E-Mails came. One told of a manufacturer's latest innovation to carry off the accumulated internal condensation. It's a mini-blower that forces air through the "slobber-tube," as the rAC guys call the crankcase ventilation line, and out through the oil filler hole with the cap left open or ajar. Good idea! But the price, near 300 bucks, sort of takes the fun out of it, until you consider the cost of an overhaul or a new engine. The majority of the replies echo the findings the article talks about, and the summation is that for most of us, use of the heater should be confined to just prior to flight and not when the engine is going to be inactive or not flying. See the letters that follow . Hark to the experiences related, and use your own best judg ment. r recently had a conversation with Terry Norris (Aircraft Systems acces sory overhaul shop owner in Rockford, Illinois) about the article on engine pre-heaters. Our talk brought out the fact that his shop is seeing extreme corrosion problems caused by condensation in magneto drives, impulse couplings, and espe 12 FEBRUARY 2001
cially in springs. We also talked about crankcase ventilation and how some owners/maintenance people extend the tube back to the tail to minimize oil on the belly. Taking the tube out of the low-pressure area and the pos sible sludge accumulation in the long tube sure could affect ventila tion of those condensation vapors. We also speculated some about the oil separators being touted today and what effect they might have on pas sive venting when the engine is at rest. We further kicked around running temperatures and why getting the engine up to operating temperature, and keeping it there, is so important to efficiency and engine life. Why do diesels have such a wonderful oper ating history in trucks? Because they hardly ever shut them off and they run at optimum temperatures all the time. This led to even further discussion of oil coolers and blocking them off in cold weather; as well as different theories on thermostats and pioneer ing efforts in engine cooling. r wonder how many of today's main tenance people even know that there were steam-cooled aircraft engines . Believe it or not, some of the post World War One big twelve cylinder Vees were actually steam-cooled. Steam supposedly never got hotter than 212 degrees. Think about that one for a minute! Here's the first batch of notes. We'll start wit h science class first,
courtesy or Wayne Spani: Many substances can exist in three phases or states-solid, liquid, or gaseous. The phase is dependent upon temperature and pressure, so you can cause a substance to change phases by changing temperature, pressure, or both. Condensation is the name we give to the gaseous-to liquid phase change. For water, we know that it exists as a solid (ice) at atmospheriC pressure and below 0° C, as a liqUid between 0° C and 100° C, and as a gas (steam) above 100° C. Our atmosphere is a mixture of ele ments and compounds (oxygen, nitrogen, carbon dioxide, water, and others) in their gaseous state. How ever, for any combination of atmospheriC temperature and pres sure, there is a limit to the amount of water (relative humidity) that can exist in the gaseous state. When that limit is reached at 100 percent, con densation occurs, as evidenced by the formation of clouds. The temper ature at which this occurs is called the dew pOint. So condensation does not occur when the temperature is above the dew point-either up in the sky or inside an engine crankcase. The droplets of water that form on the outside of a glass of ice water oc cur because the surface temperature of the glass cools the surrounding air below the dew point and forces at mospheric water to condense. It follows that if you can keep the en gine temperature above the dew
point (with heaters), condensation cannot occur and liquid water would not form the electrolyte-for-elec trolytic corrosion. Dear Buck,
I had a similar experience with my '55 Cessna 180 to that described by your friend's 210. I bought the plane with 1200 hrs on the 0-470 and thought that I might be able to get away with "topping cylinders" as needed to get to 1500 TBO, etc. 470's are know for having long-lasting bottom ends. Returning from Sun 'n Fun in '98, a clatter commenced about SO miles from home. I figured it was a col lapsed lifter (it was), but, when the IAIAP pulled the jug, the lifter and the cam were severely spalled. I was n't expecting that! The engine did have a hotpad that I did use and the plane was bought from a guy in Maine, so I'm sure he used the pad a lot. We attributed the spalling to
lack of use of the plane (it had last been majored in '83 - 15 years. We moved to Mattituck that year and had them put a ' new' remanufac tured engine in. I use a red dragon now for pre-heat because I don't have power at the tie-down. Of note, the oil pan under the pad was rusted through (pad was holding the oil in). So your AP might be on to some thing. Charlie Zaloom Hello Buck,
I just read your piece in the De cember 2000 Vintage Airplane. "Metal in the screen". While work ing as a mechanic at a shop in western New York we frequently ser viced a 1979 Cessna 210N. This company refurbished this airplane two years previous, including of course, a major overhaul. After sale to it's current owner it became based at that field in a non-heated steel hanger with blacktop floor and an
electric engine preheater left on 24-7 during the cold months. Approx. one year later it was discovered that the camshaft had become severely pitted and rusted. After the TSIO 520-R was torn down for repair owner was advised not to leave his engine preheater on constantly but to instead arrive at the field early to preheat engine on the day of flight. Just like a glass of ice water on a hot day the inside of the engine was most likely moist all the time thus causing severe corrosion of internal engine parts. More than two years later this very costly condition has not been detected after operating heater as instructed. Sincerely, Tim Moore . Next it's my fellow VAA board member, Bob Brauer. Hi Buck!
I read the part of your article in December's Vintage Airplane with
much interest regarding "Metal in the Screen". In my opinion, the oil pan type electric pad heaters will perform their intended task without problems if they are used properly. Within the past several years (af ter the earth cooled), I recall reading about this subject in 2 or 3 club mag azine articles and member letters (I don't recall the dates) on the subject of long term electrical type engine oil pre heat. The point is that mois ture can promote condensation. This matches your mechanic's opin ion. The club's magazine articles pOinted out that oil pan heaters will very likely cause moisture to con dense in the upper and somewhat cooler extremities of the engine in ternals and promote corrosion. As a result of this information, I plug in my oil heater within an hour or two prior to engine start up. A conventional hot air treatment re sults in a quick and easy start up with the all important rapid oil flow. Of course, the colder it gets, the longer the pre heat time. The manu facturer of my oil heater claims a generous warm-up in an hour, but I tend to be conservative regarding their claims. I've experienced a few early morning get-ups at about 0 dark thirty to get to the airport to achieve a good warm-up. During the warm up, I spend that time in the airport office drinking their coffee, so it's no big deal. My oil is routinely subjected to analysis and oil filter cut for inspec tion upon every oil change with no negative results. I am satisfied with the engine oil heater on my 182B. By the way, the next time that I change oil, I'll take a whack or two at the particles trapped in the oil fil ter to see what disintegrates and what does not. Thanks again for another well written, practical, useful and informative Vintage Airplane article. "Over to You" Bob Brauer VAA #4319
And from one of the manufacturers: 14 FEBRUARY
I enjoyed your article in the De cember issue concerning metal in the oil screen. Since we are the man ufacturer of SAFE-HEET engine heaters, I would like to address your question as to the possibility of en gine pre-heaters causing internal engine corrosion and related pitting and metal failures. YES, your perceptions are correct. Engine heaters can cause damage. We were in the engine overhaul business when we developed the SAFE-HEET product. Our conclu sions from observing internal engine corrosion damage while comparing heater usage situations are as follows: All pre-heaters will accelerate en gine corrosion if they are left plugged in continuously and the air craft is not used for several days. Pre-heaters will not cause damage if the airplane is flown regularly or the heater is only used before flight. Rental and pipeline patrol aircraft don't seem to have any problems with the heaters being continuously plugged in because the engines are run regular enough to keep the en gine's internal surfaces coated with oil and the normal moisture and the associated sulfuric acid in the oil can be, to some extent, vaporized out of the breather. Using the heater the night before a flight or an hour before a flight causes no harm, as exposure time seems to be a large factor in the cor rosion equation. All brands and types of heaters can cause corrosion damage. The theory that the engine can be kept warm with a pre-heater and therefore no condensation can occur doesn't seem to hold water. The change from operating temperatures to pre-heat temperatures is enough to cause moisture and acid conden sation on susceptible steel parts. The normal combustion process in an aircraft engine produces moisture and sulfuric acid (along with other nasty stuff). Some of this mixture is trapped in the crankcase and engine
oil. Acids, by their very nature, are temperature-sensitive when reacting with metals. They are dormant at cold temperatures and very aggressive at high temperatures. This, combined with the fact that oil is more viscous at low tempera tures and takes much longer to run off the oil-coated engine surfaces than warm oil, makes a good case for keeping your engine cold until it is needed. As a manufacturer of pre-heaters, I wish I could tell you pre-heaters are harmless and should be left on all the time, but I would be lying if I did. The root of this problem is that some of the pre-heater manufactur ers either don't fully understand their product or ignore the limita tions of their product to further sales. They continue to pump out faulty information about the use of their pre-heaters. Considering the damage that can be caused by lack of lubrication during a cold start-up, pre-heaters are very beneficial and well worth the money when used properly. My hat goes off to you and the readers of Vintage Aircraft for keep ing those glorious old flying machines alive, as well as the spirit that created them. Future genera tions will surely benefit. Keep up the good work. Sincerely, David A. McFarianeGeneral Manager, SAFE-HEET Division McFarlane Aviation, Inc. Whew! You guys have been busy. More comments are coming ... stay with us. Oh, and don't worry-we're not about to run out of hot topics to write about. Dip Davis and I are scratching our noggins as we work together to comply with the new Aeronca spar Airworthiness Direc tive. We'll keep you posted! Over to you,
THE WEIN FAMILY FLIES A FORMER COAST GUARD GRUMMAN J4F-l WIDGEON BY H.G. FRAUTSCHY
ell-done restorations seem to age well, and the Wien family ' s Grumman Widgeon has withstood over a decade of operation since its restoration was completed in 1988. Having been in the family since 1981, it's now a treasured member of the clan, evoking warm memo ries similar to those for a beloved hunting dog, a great vacation, or a favorite hideaway. But its .....--~----. early life was far from hearth and home. When it was first built, its mission was to help protect the na tion's shores and to rescue those who fought to keep it safe. This particular J4F-1 was ordered by the U.S. Coast Guard in 1941 and delivered just a coup le of months prior to the United State's entry into World War II. This small amphibian, weighing just a little more than half of its big brother, the G-21 Goose, was a favorite of Grumman President Roy Grum man. He crewed the first Widgeon test flight with fellow. Grumman test pilot Bud Gilles on June 28, 1940. NX28633, the one and only XG-44, looked a lot like its big brother, with a couple of excep tions. The tail and wingtips were squared off to maximize the amount of area in a given span. And instead of radial engines, Grumman choose the six-cylinder Fairchild-built Ranger 6-440C-S in line as the powerplant of choice. The inverted Ranger, with its high thrust line, helped minimize the amount of spray the props con tacted during water operations. Sixty years later, the Ranger-pow ered airframes, while very rare, are
VINTAGE AI RPLANE 15
still considered among the best-look ing airplanes ever built. Before the first production G-44 rolled out of the hangar doors in Bethpage, Long Island, New York, the company's sales office had 10 or ders for the model. A total of 44 Widg eons were built before the buildup of the United State's military air fleet resulted in an order for a sec ond batch of G-44s, designated the J4F-1. A few of the earlier Widgeons would also be impressed into mili tary service. The entire second batch of 2S air planes was slated for delivery to the U.S. Coast Guard, who intended to use the multi-mission capable am phibian for patrolling the nation's shores, as well as for air/sea rescue. The Wien's Widgeon, serial number 1228, was built seventh in that sec ond batch of airplanes. It was issued V20 3 as its service number and served with the Coast Guard for the duration of the war. A follow-up order by the Navy for 106 J4F-2s made for a total of 131 of the J4F series. The Coast Guard and 16 JANUARY
Navy aircraft were well suited for their mission. A bomb rack was in stalled on the underside of the starboard wing, which could hold one 200-pound depth charge or a specially packaged life raft/rescue gear that could be dropped to a per son awaiting rescue in the water. A Widgeon fitted for anti-subma rine patrol was used by the Coast
Guard to score the first U-boat kill. On August I, 1942, chief aviation pi lot Henry C. White, assigned to Patrol Squadron 212 of Houma, Louisiana, bombed and sank U-166 in the Gulf of Mexico, near the delta of the Mississippi River. That air plane, since modified with the installation of flat-opposed Ly coming engines, is on display at the National Museum of Naval Aviation in Pensacola, Florida. Over its lO-year production life at the Grumman plant, a total of 276 Widgeons were built (with 41 more built to one extent or another by the French firm SCAN). After the war, the Navy and Coast Guard released their Widgeons, and they were dis posed of by the War Assets Administration. Prized as both com mercial and private aircraft, the airplanes have long had a loyal fol lowing, even after it has been acknowledged that their water han dling characteristics can be challenging. The "conventional wisdom" on the Grumman series of amphibians
is that the larger they are, the easier they are to handle on the water. The only knock on the prewar and wartime Widgeons (besides marginal single-engine performance with the original 200-hp Ranger engines and fixed-pitch wood props) was their tendency to porpoise if the nose of the airplane was dropped too sud denly while on the water. Kurt Wien and his father Merrill both acknowl edge that the airplane will oscillate in pitch when operating on the wa ter if atten tion is not paid to the correct attitude, but both will quickly add that with proper training and practice, the Widgeon is a joy to fly. After V203 was sold on the civil ian market, it bounced around for a short while until George Lambros of New Jersey put it into service as a twin-engine seaplane trainer. Many pilots who earned their twin-engine sea wings did so in this Widgeon at the famed Lambros Seaplane base in Ridgefield Park, New Jersey. The base, located on the Hackensack River, was just a few miles east-north east of Teterboro Airport. Now simply known as Ridgefield, it's listed as a private seaplane base. All that training activity took its toll on the airframe, and by the time Merrill Wien was able to purchase the airplane in 1981 , the fuselage had become a flying project. It did n't look too bad when he first bought it, but as so often happens, a closer inspection revealed some work needed to be done. "We thought, 'It'll take some work, maybe six months,'" Kurt Wi en recalls. We've all heard that before! The wings and tail were in pretty good shape, but the complex ity and amount of work to be done to the fuselage, plus the retrofit of a pair of different propellers, took over (Above) The cockpit of the Wien's Widgeon shows its flight training heritage, with dual controls installed when it was used as a twin-engine seaplane trainer at the famous Lambros Seaplane base, located on the Hackensack River in New Jersey. (Below) The six-cylinder Ranger engines are among avia tion's sleekest installations. With constant speed Hartzell props, the amphibian's take off performance is much improved . VINTAGE AIRPLANE 17
six years to complete. Merrill Wien had owned one Wid geon b efore this one, a Super Widgeon equipped with geared Ly coming engines. It had also seen service with the government during the wa r, serving with the Civil Air Patrol. He admits selling it was a mistake, for he wanted another one to replace it almost right away! Merrill is the grandson of Wien Alaska Airways founder Noel Wien, a pioneering bush pilot who put to gether one of the most well-known airlines in the world, flying a mix ture of aircraft that ranged from the Ford Tri-Motor to the C-46, with a
liberal sprinkling of light aircraft in the middle. He taught his son Merrill to fly, and Merrill passed along the tradition to his two sons, Kurt and Kent. Both are airline pilots: Kurt a 767 captain for American Airlines and Kent a pilot for American Air lines. Their sister, Kim, is a flight attendant for Alaska Airlines. Merrill and his mechanically in clined friend, Pat Prociv, did the restoration, with grunt work help from Kent and Kurt. Stripping paint, unscrewing this, and cleaning up that were the fun parts the boys "en joyed." But Pat, who holds an A&P certificate with an inspection autho
rization, and Merrill did the bulk of the work. Since it was an original airframe, Merrill weighed the pros and cons of revising the engine installation. The geared Lycoming engine conversions were having their own set of prob lems with parts availability, and the more he looked at the original Ranger engines, the more he realized the airplane's performance wasn't lacking because it needed more horsepower. What it needed was a pair of constant-speed propellers! He also points out that parts for the Rangers are not an insurmountable problem. One surprising detail that
The early color schemes of the World War II era were pretty bright, with plenty of yellow to help identify U.S. airplanes. Soon after the United States declared war, the schemes became much more subdued. Even the Coast Guard schemes, which mirrored the Navy livery, changed over time. Merrill Wien chose to paint his Widgeon with the same colors the airframe had when it was first rolled out of the hangar doors at Grumman's Bethpage, Long Island, factory.
The famous Grumman landing gear geometry proved itself tough over a wide range of airplanes, from the J2F Duck to the F4F Wildcat, and a number of other models as well. In different sizes, the gear was common to all the Grumman amphibious aircraft.
came to light during research on this article is the number of G-44 and G 44A Widgeons that are still registered as having the Ranger engine installa tion. It seems as though you rarely see one, yet the FAA registration records show that of 72 G-44 air frames still registered, 26 show Ranger engines, and of the 47 entries for the G-44A, five show Rangers. Certainly most of those aircraft "with Ranger engines" are not flying at this time , so the actual number is less, but there's still a number of Wid geons out there with the inline engine installation. Kurt Wien men tioned that he thinks there are about four or five Ranger-powered Wid geons actually flying. Retaining the 200-hp Rangers, Pat and Merrill worked on getting a field approval by the FAA for the installa tion of a pair of Hart ze ll constant-speed, full-feathering pro pellers. Made of composite materials with a stainless steel leading edge, the Hartzells are holding up ex tremely well, with littl e wear showing on the blades after 600 hours of operation. One of the reasons the Wien's Widgeon performs as well as it does was their conscious effort to keep the airplane light. It can be pretty easy to see where adding a few pounds to a Cub will cut into its use fulload and performance, but it's not so obvious on a larger twin-en gine airplane like the Widgeon. The decision to not include lots of inte rior upholstery and wall panels gives the airplane a nice takeoff and climb performance, and the installation of the Hartzell constant-speed props al lows the Rangers to turn up to maximum power on the takeoff run as well as more margin for single-en gine performance. There are modifications available
to allow for a higher gross weight, but Merrill chose to keep the air plane at the original maximum gross weight of 4,525 pounds. When they completed the restoration, Widgeon NC1340V came in with an empty weight of 3,300 pounds, just a hair more than th e origin al 3,240 pounds. A major part of t hat 760 pound weight gain can be attributed to the new propeller installation, versus the original fixed-pitch wood props. With its completion in 1988, the Widgeon was put on flig ht status from its home base at Port Angeles, Washington, averaging a little more than 50 hours of flight ti me each year. The paint scheme on the air plane, identical to the paint it carried in the early stages of the war (later during its military service it wore dark blue paint), still looks great over 11 years later. Both of Merrill's sons, Kurt and Kent, have flown and checked out in the Widgeon, with Kurt checking out in it over eight years ago, and Kent getting his checkout in it, too .When dad started making noises about selling the airplane, Kurt heard the wake-up call loud and clear. He rearranged a few priorities in his life and bought the airplane from Dad, moving it from its base on the West Coast to near his home in West Ossipee, New Hampshire, not too far northeast of Lake Winnipesaukee. For now, it's based at th e former Pease Air Force base in Portsmouth until his hangar at Wind sock Vil lage, a residential airpark, is done. To say he's doubly thrilled would be a real understatement. First and fore most, he now owns an airplane his dad restored, and the added bonus is that it's a Widgeon, which he's al ways wanted to own. He'll even get the chance to fly it with his primary instructor, Don Simonds, who also flew the airplane many years ago. Nowa commercial pilot, Don lives not too far from Kurt, across the bor der in Vermont. We'd bet this airplane will quickly become a famil iar sight at the many seaplane bases throughout New England. ~ VINTAGE AI RPLANE 19
EMBERS WHO HAVE BEEN WITH US DUR足 ~..........._ ING THE PAST DECADE WILL RECALL A BEAUTIFUL CUSTOMIZED GRUMMAN G足 44A WE DETAILED IN THE FEBRUARY 1993J SUE ~~ OF VINJAGE AIRPLANE. JOHN AND liNDA SCHWAMM WERE THRILLED WITH THEIR NEW RESTORATION, BUT WHEN AN OFFER WAS MADE SOME YEARS LATER THAT WAS JUST TOO HARD TO RESIST, JOHN LET IT GO, AND, SURPRISE, HE INSTANTLY REGRmED SELLING IT. THE SEARCH WAS ON FOR ANOTHER WIDGEON (THIS ONE WOULD BE HIS THIRD>' HE KNEW ABOUT THE HISTORY OF THIS ONEPARTICULAR G-44A, HAVING BEEN OWNED OR ANUMBER OF YEARS BY SUPERIOR OIL COMPANY [THAT'S HOW THEIR NAME IS ON THEIR WEBSITE.l AND LATER BY HOCKEY STAR TIM HORTON'S DONUT COMPANY. WHEN JOHN CAUGHT UP WITH IT DURING HIS SEARCH, IT WAS OWNED BY AGOOD FRIEND OF HIS, AN ALASKA AIRLINES PILOT WHO HAPPENED TO BE IN THE MOOD TO SEll THE AMPHIBIAN AmR OWNING IT FOR 10 YEARS.
A much lighter, more utilitarian interior allows John and Linda to use the airplane for camping trips and other excursions. The F. Atlee Dodge folding seats are lightweight and stow easily. To help keep the weight of the airplane down, John had Boeing honey comb material used for the floorboards . The cockpit carried the simple theme as well. Isn't it great how so much avionics capability now takes up so little room?
A very flyable airplane, John and Linda flew it for a year before taking it to Victoria Air Maintenance in Victoria, British Columbia. The award-winning staff there got to work on the G-44A, serial number 1473, one of the 76 (including the XG-44A) built between 1945 and 1949. Well known in the warbird community for their restoration of a T-28 and a T-2 Buckeye jet, they did most of the work, with additional work done by F. Atlee Dodge in An chorage, Alaska, (the lightweight cabin folding seats) and longtime 22 FEBRUARY 2001
Widgeon owner and restorer George Pappas, whose sheet metal expertise was put to use by building a new set of spray rails and a set of spinner back plates and by re-skinning the bottoms of a pair of round-top tip floats. This particular Widgeon was the fourth from the last one built, and it had round-top floats installed when delivered. But at some point one or both of them were damaged, and the older flat-skin versions were in stalled. George also had to work out a few wrinkles in the top of the
floats, originally built in the factory at Bethpage, using a stretch press to create a pair of skins that gracefully curved from nose to tail. While the Widgeon we wrote about eight years ago was a very cus tomized airplane, complete with 295-hp Lycoming engines and re tractable-tip floats, John really wanted this airplane to be closer to the original. He too chose to keep the interior as light as he could. One of the new materials he used was Boeing surplus honeycomb ma terial for the floorboards. Eschewing the retractable-tip float conversion that is one of the McKinnon conver sion details, he stayed with the fixed-tip float installation. John said the speed cost was only 3-5 mph, and the added 100 pounds of the re tractable floats just wasn't worth it. The two other Widgeons he has owned had an empty weight in the neighborhood of 4,200-4,300 pounds. He was shooting for 3,900 pounds for this airplane, and it's just slightly over that. The F. Atlee Dodge seats are very lightweight as well. Designed for Goose and Widgeon operators who often use the cabin to haul cargo and other bulky items, the seats cer tainly are not leather-trimmed recliners for the ultimate in passen ger comfort. They quickly fold up out of the way. Most Widgeons are set up as five- or six-place airplanes, with two seats in the cabin facing forward and one or two seats facing aft from their mounting on the wheel wells. John's airplane has the six-place seating, four aft and two in the cockpit, with the throw-over yoke. A few Widgeons, including the airplane featured on the previous
pages, have been modified with dual controls, so the airplanes could be used for twin-engine flight instruc足 tion. The engines on this particular McKinnon conversion are 270-hp Lycomings, with three-blade props to help keep the tips out of much of the water spray. John prefers the modification that retains the
rounded aft cowling from the Ranger engines, which gives the airplane's new cowls a rounder, more pleasing look. The added power and lighter weight than some of the other Wid足 geons gives this one great takeoff performance-it will take off from a standing start in the water in about eight seconds, and the initial rate of climb is 2,000 fpm, which settles
(Top and Left Photo) A custom color scheme highlights the gentle curves of the Widgeon. With fixed-tip floats and a two足 piece windshield, the restoration retains much of the original airplane's appeal. (Right Photo) John Schwamm
down to a very pleasing 1,500 fpm . John agrees with what the Wiens point out about flying the Widgeon. A first time seaplane pilot would be VINTAGE AIRPLANE 23
John's second Widgeon restoration, which we profiled in the February 1993 issue of Vintage Airplane. A very cus tomized airplane, it featured a more luxurious interior, retractable-tip floats and 295 hp Lycoming engines. It now belongs to an owner on the East Coast of the United States.
successful flying other seaplanes first before being trained in the little Grumman, as he points out that the airplane behaves like nothing else that flies. "There really is nothing like it. You shouldn't start out in a Wid geon, in the water, period," he mentions. ''It would be a lot easier, I am sure, in a Goose." The first time he flew a Widgeon, he had 800 hours of floatplane time, most of it in a Helio Courier on
floats. The float experi ence helped a bit with water operations, but since a flying boat is in many respects nothing like a float plane, an entire transition program to the Widgeon was in order. Hav ing flown three of them as the owner/pilot, John says that each one has its own personality on the water and that he never takes the air plane's handling for granted. The airplane's ability is one of a kind, he points out. "You start looking at any alterna tive airplane, and there is just nothing like it. And you .can't really
come close to what it is!" John adds. The paint scheme for the new restoration is similar to the second Widgeon, but with much brighter colors. Echoing and embellishing on the original Widgeon's scheme, the curved lines follow the smooth con tours of the airframe. He tried to put the original N number on the air plane, but the owner of the airplane wouldn't take John's offer to pay for a new paint job in exchange for the number. His previous airplane was N144GW, so he asked the FAA for N244GW [Should it be N244GW?]. Without the original number, he didn't feel particularly bound to keep the color scheme strictly as it was when the airplane was first delivered. Since John and Linda now split their time between Alaska and Ari zona, don't be surprised if you see the airplane all over the western half of North America. After all, there are few places a Widgeon can't visit! ......
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WHAT OUR MEMBERS ARE RESTORING
by H.G. Frautschy
DANISH PIPER L-4H
After five years of restoration, this 1943 Piper L-4H, OY-DHN, serial number 43-29774, looks like a new aircraft. The restoration was completed in Denmark by the father/son team of Henry Schou (shown in the cockpit), Esbjerg, Denmark, and Finn Schou (EAA 362178) of Heming, Denmark. This L-4H was built at Piper's Lock Haven, Pennsylvania plant on December 10, 1943 and delivered to the USAAF on the same date. It departed the United States in January 1944 for service with the 8th Air Force in England. It was dropped from inven足 tory in May 1946, having never returned to the United States. Congratulations to Henry and Finn on a beautiful job of restoring a L-4H Grasshopper.
GRIGGS STINSON V-77
Billy Griggs, VAA 29025 of Liberal, Kansas first flew his newly restored 1943 Stinson V-77 Gullwing this past November. It had been on display in the air mu足 seum there in Liberal for the past 8-1/2 years. In excellent condition mechanically, nevertheless the entire airframe was stripped and primed with two足 part epoxy paint by Billy's son Greg. The instrument panel was overhauled and a solid walnut overlay added to the panel. New upholstery and a full suite of avionics completed the interior, and Ceconite 101 finished with Randolph Ranthane was used to cover the airframe. Billy must have really enjoyed this, his first project, for he's looking for another airplane to restore! VINTAGE AIRPLANE
February Mystery Plane
This month's Mystery Plane comes to us from a batch of inter esting and rare airplane photos supplied by Ralph Nortell. The jaunty-looking cabin on this smaller monoplane is quite unusual, no doubt an attempt to give the pilot good visibility over the nose. Send your answer to: EAA, Vin tage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your an swer needs to be in no later than March 15, 2001, for inclusion in the May issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to firstname.lastname@example.org. Be sure to include both your name and address (especially your city and state!) in the body of your note and put "(Month) Mystery Plane" in the subject line. November's Mystery Plane, sup plied by Pete Bowers, was a bit of a stumper for many. But not for Ralph NorteU, Spokane, Washing ton. Here's what he wrote: Gentlemen, The November Mystery Plane was civilian entry No.2 in the 1927 Na tional Air Races, held September 26 FEBRUARY 2001
by H.G. Frautschy
(Above) Another view of our Mystery Plane, the Yackey mono plane registered as (-1296. It was one of the two Yackeys that were civilian entries in the National Air Races held September 19-25, 1927, at Felts Field, Spokane, Washington. (Right) (-672 was the other partici pant of the National Air Races. Both Yackeys were powered by a 220-hp Wright Whirlwind J-5 engine. Photos are courtesy of the Ralph Nortell collection.
19-25, at Felts Field, Spokane, Wash ington. Alternately referred to as the Ya ckey Monoplane and Yackey Sport, entry No.2 (C-1296) joined Sport en try No.7 (C-672) in the big Spokane event. In the Air Derby event, Class A, from New York to Spokane, entry No.7, piloted by E. Hamilton Lee, placed fifth and entry No.2, piloted by Earl "Ru sty" Campb ell, pla ced sixth. Both entries continued to make fa vorable showings at Felts Field in various events during th e remainder of the week. In adv erti se ments at th e tim e
Ya ckey Aircraft Co. claimed to be one of th e oldest fl ying sc hoo ls in th e United States, operating Checkerboard Flying Field at Forest Park, Illinois. Aircraft Yearbook for 1927 lists Yackey Aircraft Co., Maywood, Illinois, as manufacturers of Yack ey Sports, Yackey Transports, and Yackey Mono plan es and as providers of all fix ed-base flying services. W. A. Yackey IT. was president and manager. Th e original Yack ey Sp ort was a modified OX-5 conversion of a Th omas Mors e Scout, assembled by "Tony " Yackey and Walter Addems
and flown by Addems in the 1925 Ford Reliability Air Tour. "Ton y" Yack ey wa s reported to have bee n killed in the crash of Sport/Monoplane C-1296 some time after the 1927 Na tional Races. Perhaps it was due to this tragic Loss that there is no mention of Yack ey Co. activities in aviation journaLs after 1927. Sincerely, Ralph Nortell VAA 4607 A correct answer was also received from Gilbert Halpin, Stormville , New York, via e-mail. ..... VINTAGE AIRPLANE
Fly-In Calendar The fo llowing list ofcoming events is furnished to our readers as a matter ofinformation only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Vintage Air plane, P.o. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfour months prior to the event date. FEBR UA RY II - Mondovi, WI -Ski Fly-In at Log Cabin Airport. Info: 715/287-4205. FEBRUAR Y 24-25 - Riverside (Rubidoux), CA - EAA Ch. One 's 48th Annual Fly-In. F1a-Bob Airport. Attendees coming to this year's fly-in will be greeted by anew full-field-length runway, paved ramp and new taxiway. Info: 909/682-6236 (Leave name, phone & address.) MA RCH 1-3 - Kalispell, MT - Montana Aviation Conference at Cavanaugh's Outlaw Inn. Work shops, seminars, national/y recognized speakers, trade show. Info: Montana Aeronautics Div., 406/444-2506. MARCH 2-4 - Casa Grande, AZ - 43rd Annual Cac tus Fly-In at Casa Grande Airport, sponsored by the Arizona Antique Aircraft Association. 1nfo: John Engle 480/ 987-5516 or www. americanpilot.org!cactus. MA RCH 4 - Santa Paula, CA - Fly'n Swapm eet, 9 a.m. - 5 p.m. Sel/ or buy. Antique engine auction. Antique airplane displays. 1nfo: 805/525-5893. APRIL 1 - Santa Paula, CA - April Fools Day Re gional Luscombe Fly-In sanctioned by Continell/al Luscombe Association. Info: 805/642-3315. APRIL 8-14 - Lakeland, FL - Sun 'N Fun EAA Fly In, Info: www.srm-nfun.org. MA Y 5 - Wiscasset, ME - Katahdin Wings 99s host Maine Poker Run. Info: Ann at 207-882-5475. MA Y 6- Santa Paula, CA - Piper Cub Fly-In, in con junction with Santa Paula Airport First Sunday of the Month Fly-ln. Info: 805/525-708/. MA Y 6 - Rockford, 1L - EAA Ch. 22 Fly-In/Drive-1n Breakfast at Greater Rockford Airport, Courtesy Aircraft Hangar. Info: 815/397-4995. MA Y 6 - Dayton, OH - EAA Ch. 48, 38th Annual Fun day Sunday Fly-In Breakfast. Fly market, awards, lunch, vendors and much more. Sat. night free camping with things to see and do. Lots ofan tiques on the field. Moraine Air Park. Info: 937/291-1225 or 937/859-8967. MA Y 12 - Rock Hil/, SC - Wings & Wheels Day Fly In/Drive-In, Lunch available. Info: 803/329-4454. MA Y 18-20 - Columbia, CA - 25th Annual Gathering ofLuscombes 2001. Aircraft judging, spot landing andflour bombing competilions, and the 9th An nual Great Luscombe Clock Race. Info: 360/893-5303 or 253/630-1086. MA Y 19-20 - Winchester, VA - EAA Ch. 186 Spring Fly-In at Winchester Regional Airport (OKV) from 28 FEBRUARY 200 1
8 a.m. - 5 p.m. Pancake breakfast 8 a.n1. - 11 a.m. Static display ofvarious aircraft; airplane and he licopter rides available, demos, aircraft judging, children's play area and ongoing activities. Con cessions, souvenirs, and good food. Info: Ms. Tangy Mooney 703/ 780-6329 or EAAI86@ netscape. net. MA Y 20 - Niles, MI - VAA Ch. 35 Hog Roast Lun cheon at Niles Airport (3TR). Info: 616/683-9642 or email@example.com. MAY 20 - Warwick, NY - EAA Ch. 501 Annual Fly-In at Warwick Aerodrome (N72). 10:00 a.m. - 4:00 p.m. Unicom advisory frequency is 123.0. Food will be available and trophies will be awardedfor the different classes ofaircraft. Registration for judging closes at 2:00 p.m. Info: Michael Mani atis, 212-620-0398. MA Y 20 - Romeoville, IL (LOT) - EAA Ch. 15 Fly-In Breakfast, 7 a.m. - Noon at Lewis Romeoville Air port. Info: Frank, 815/436-6153. MA Y 25-27 - Watsonville, CA - EAA Ch. 119 's 37th Annual Fly-In & Air Show. Info: 831-763-5600. MAY 26 - Zanesville, OH (Riverside Ai/port) - EAA Ch. 425 Annual Memorial Day Pancake Breakfast Fly-In/Drive-In, 8 a.m. - 2 p.m. (Rain date, May 27.) Lunch items and airplane rides available af ter 11 a.m. Info: 720/454-0003 JUNE 1-2 - Merced, CA - 44th Merced West Coast Antique Fly-In at Merced Airport. Info: Virginia or Ed Morford 209/383-4632 JUNE 3 - DeKalb, 1L (DKB) - 37th Annual EAA Ch. 241 Fly-In/Drive-In Breakfast, 7 a.m. - Noon. Info: Ed Torbett 815/895-3888. JUNE 3 - St. Ignace, MI Airporl - EAA Ch. 560 An nual Fly-In/Drive In Steak OUI, Noon - 4 p.m. Public welcome. Info: 23I1627-6409 or 231-238 0914. JUNE 9-10 - Petersburg-Dinwiddie, VA - Virginia State EAA Fly-In. JUNE 23-24 - Longmont, CO - Rocky Mountain EAA Fly-In. JUNE 23 - Zanesville, OH (Riverside Airport) - EAA Ch. 425 Pancake Breakfast Fly-In/Drive-In, 8 a.m. - 2 p.m. (Rain date June 24.) Lunch items and airplane rides available after 11 a.m. Info: Don, 740/454-0003. JULY II-I 5 - Arlington, WA - Northwest EAA Fly-In. JULY 22 - Zanesville, OH (Parr Ai/port) - EAA Ch. 425 Annual Pre-Oshkosh Fly-ln/Drive-br Pancake
Breakfast, 8 a.m. - 2 p.m. Lunch items and air plane rides available after 11 a.m. Info: Don, 740/454-0003. JULY 24-30 - Oshkosh, WI -AirVenture Oshkosh 2001, Wittmall Airport, IlIfo: 9201426-4800, www.airvellture. org. JULY 27 - Oshkosh, Wl- Stinson Lunch at Oshkosh, I 1:30 a.m. meet at the Vintage RedBamforafree, short bus ride to GolfCentral Restaurant. Pay on your own at the restaurant. Sign up in Type Tent or call 630/904-6964. AUGUST 5 - Queell City, MO - 14th Annual Water melon Fly- In at Applegate Airport. Info: 660-766-2644. A UGUST 11 - Cadillac, MI - EAA Ch. 678 Fly In/Drive-In Breakfast at Wexford County Airport (CAD), 7:30a.m. - Il :OOa.m. Info: 2J3/779-8Jl3. AUGUST I9 -Dayton, OH - EAA Ch. 48 Pancake Breakfast at Moraine Airpark. Info: 937/291-1225 or 937/859-8967. SEPTEMBER 1 - Zanesville, OH (Riverside Airport) - EAA Ch. 425 Annual Labor Day Weekend Fly III/Drive- In, 8 a.m . - 2 p.m. Lunch items and airplane rides available after 1I a.m. Info: SEPTEMBER 2 - Mondovi, WI - 15th Annual Fly-In at Log Cabin Airport. Info: 7J 5/287-4205. SEPTEMBER 7-9 - Sacramento, CA - Golden West EAA Fly-In. SEPTEMBER 7-9 - Marion, OH - Mid-Eastern EAA Fly-In. SEPTEMBER 14-16 - Watertown, WI (RYV) - 17th Annual Byron Smith Memorial Midwest Stinson Reunion. Info: Nick or Suzette, 630/904-6964 SEPTEMBER 21-22 - Abilene, TX - Southwest EAA Fly-In. OCTOBER 5- 7 - Toughkenamon, PA - East Coast EAA Fly-In. OCTOBER 5-7- Evergreen, AL - Southeast EAA Fly-In OCTOBER 11-14 - Mesa, AZ - Copperstate EAA Fly-In OCTOBER 13-14 - Winchester, VA - EAA Ch. 186 Fall Fly-In will be held at the Winchester Regional Airport (OKV) from 8 a.m. - 5 p.m . Pancake breakfast 8 - 11 a.m. Static display ofvarious air craft; airplane and helicopter rides available, demos, aircraft judging, children 's play area and ongoing activities. Concessions, souveilirs, and goodfood. Info: Ms. Tangy Mooney 703/780 6329 or EAAI86@netscape.net.
- Diamond from page 8 mond. A propeller blank of ash was soon laminated, the propeller pro files at selected stations determined, and the carving began. After untold hours of handwork, the raw wood was turned into a beautiful example of a Paragon propeller, the type used on the Diamond. The replica prop even has the correct decal installed on each blade. By this time the en gine had been fitted to the airframe, and the radiators mounted to their supports. Again all parts fit pre cisely, the new with the old. One of the innovative design fea tures of the Curtiss-Type aeroplane is the ability to remove and install the outer wing sections as a com plete unit, allowing for easy transportation and storage. The original builders had also incorpo rated this feature, which may be seen in an old photograph, in the Diamond design. The restoration team was able to make use of this feature and assembled the com pleted outer wing sections and fine-tuned all of the wire bracing be fore the wings were attached to the aeroplane. The entire center section with the canard, aft stabilizer, and rudder was complete ly assembled with all wire bracing fine-tuned. The final mating of the outer wing pan els, including ailerons, to the center section would occur in the museum gallery itself. The Hiller Aviation Museum, lo cated on the San Carlos Airport, will offiCially unveil the new exhibit February 24-25, 2001. There will be experts on hand the entire weekend to discuss the history and recreation of the Diamond. ..... For more information, contact:
The Hiller Aviation Museum 601 Skyway Road San Carlos, CA 94070
Phone: (650) 654-0200 Fax: (650) 654-0220 E-mail: firstname.lastname@example.org Web address: www.hiller.org
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BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft beatings, master rods, valves. Call us Toll Free 1/800/233-6934, e-mail firstname.lastname@example.org Web site www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. AIRCRAFT FABRICS - Imported Unen, Certificated Grade A Cotton. Tapes - Straight and pinked. For an 18-18" sample, send $10.00. Contact for price list. Vintage Aero Fabrics, Ltd., 18 Joumey's End, Mendon, VT 05701 USA Tel: 802-786-0705, Fax: 802-786-2129. E-mail: www.avcloth.com WANTED -1950's era McCulloch radial two-cycle engines (aircraft), also known as Umbaugh autogyro engines. Radial design with even number of cylinders. Complete engines or crankcase, and misc. parts. Send info, or picture if possible, to Joe Hicks, P. O. Box 159, Fisherville, KY 40023. 502-649-5833 WANTED - Aviation magazines from 1920s, '30s & '40s, "Air News" or similar types, single magazines or sets. Mail info or call, J. D. Hicks, P.O. Box 159, Fisherville, KY 40023. 502-649-5833.
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AVIATION UNLIMITED AGENCY
Membershi~ Services Directon'_ VINTAGE
Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage Aircraft Association ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS President Esple 'Butch' Joyce P.O. Box 35S84 Greensboro. NC 27425 336/393-0344
email@example.com Secretary Steve Nessa 2009 Highland Ave. Albert Lec. MN fRX)7 507/ 373-1674
Vice-President George Doubner 2448 Lough Lane
Hartford. WI 53027
Treasurer Chanes W. Harns 7215 East 46th SI. Tulse. OK 74145 918/ 622-8400 firstname.lastname@example.org
DIRECTORS David Benne" P.O. Box 1188 Roseville. CA 95678 530/268-1585 ontiquer@inreoch,com
P.O. Box 328
Harvard. IL 60033
Robert C. ' Bob' Brauer 9345 S. Hoyne Chicago. IL 60620 773/779-2105 email@example.com
Steve Krog 1002 Hecther Ln. Hartford. WI 53027 262/966-7627 firstname.lastname@example.org
John Berendt 7645 Echo Point Rd. Cannan Fal•• MN 55009
Robert D. ' Bob' Lumley 1265 South 124th St.
Brookfield. WI 53005 262/ 782-2633
John S. Copeland 1A Deccon Street Northborough. MA 01532 508/393-4775 copeland email@example.com Phil Coulson 28415 Spnngbrook Dr. Lawton. MI 49065 616/624-6490 rcou~on5 firstname.lastname@example.org Roger Gomoll 321-1/2 S. Broodway #3 Rochester. MN 55904 507/288-2810
Dale A. Gustafson 7724 Shady Hili Dr. Indianapclls. IN 46278 317/293-4430
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http://www.eaa.org and http://www.airventure. org E-Mail: vintage @eaa.org
BAA and Division Membership Services 800-843-3612 • ••.. • . •• •• •• FAX 920-426-676 1 (8:00 AM -7:00 PM Monday- Friday CST) • New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI) • Address changes • Merchandise sales • Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory . . .. ....... .... .... .... ....... 732-885-67 11 Auto Fuel STCs .. ... ........... 920-426-4843 Build / restore information ...... 920-426-4821 Chapters: locating/organizing .. 920-426-4876 Education ......... . .... . .. .... 920-426-681 5 • EAA Air Academy • EAA Scholarships
Flight Advisors information ..... 920-426-6522 Flight Instructo r information ... 920-426-6801 Flying Start Program • •• • • • •• • • • 920-426-6847 Library Services/Research ..... . 920-426-4848 Medical Questions ............. 920-426-4821 Technical Counselors . .... ..... 920-426-4821 Young Eagles ............ . . .... 920-426-483 1 Ben efits Aircraft Financing (Textro n) ..... 800-851-1367 AVA .......... . ..... . . .. . . . ... 800-727-3823 AVEMCO . ..... . . ....... . ... . . 800-638-8440 Term Life and Accidental ... . ... 800-241 -6103 Death Insurance (Harvey Watt & Company) Edi torial Submitting article/photo; advertising information 920-426-4825 •• •• • • • • • •• • • FAX 920-426-4828
EAAAviation Foundation Artifact Donations ............. 920-426-4877
Financial Support ...... ...... . 800-236- 1025
Gene Morns 5936 Steve Court Roonoke.1)( 76262 817/491-9110 email@example.com Dean Richardson 1429 Kings Lynn Rd Stoughton. WI 53589 608/877-8485 dar@aprUoire .com
Geoff Robison 1521 E. MacGregor Dr. New Haven. IN 46774 219/493-4724 firstname.lastname@example.org S.H. "Wes" Schmid 2359 Lefeber Avenue W01MOIosa. WI 53213 414/771 -1545 email@example.com
Gene Chase 2159 Canton Rd. Oshkosh. WI 54904 920/231-5002
E.E. ' Buck ' Hilbert P.O. Box 424 Union.IL60180 815/923-4591 buck7oc@mC.net
ADVISOR Alan Shackleton
P.O. Box 656
Sugar Grove. IL 60554-0656
MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family membership is available for an addi tional $10 annually. Junior Membership (under 19 years of age) is available at $23 an nually. All major credit cards accepted for membership. (Add $16 for
VINTAGE AIRCRAFT ASSOCIATION Current EM members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE magazine and one year membership in the EM Vintage Air craft Associat ion is available for $37 per year (SPORT AVIATION magazine not included). (Add
$7 for Foreign Postage.)
lAC Current EM members may join the International Aerobatic Clu b, Inc. Division and receive SPORT AEROBATICS magazine for an add itiona l $40 per year. EM Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is
available for $50 per year (SPORT AVIATION mag azine not included). (Add $ 10 for Fo r eign
WARBIRDS Current EM members may join the EM Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year. EM Membership, WARBIRDS magazine and one year membership in the Warbird s Division is available for $45 per year (SPORT AVIATION magazine not included) . (Add $ 7 for Fore ign
Curren t EAA me mb ers may receive EAA EXPERIMENTER magazine for an additional $20 per year. EM Membership and EM EXPERIMENTER mag azine is available for $30 per year (SPORT AVIATION magazine not included).(Add $8 for For
FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United St ates dollars . Ad d required Foreign Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions. Copyrighl ©2OO1 by the fAA Vintage Aircraft Associalion Ail rights reserved. VI NTAGE AIRPLANE (ISSN 0091-6943) IPM 1482602 is published an<! owned exclusively by the fAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monlhly at fAA Aviation Center. 3000 Poberezny Rd.. RO. Box 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to fAA Vintage Aircraft Association. RO. Box 3086. Oshkosh. WI 54903-3088. FOREIGN AND APO ADDRESSES - Please allow alleast two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be laken.EDITORIAL POLICY: Readers are encouraged to submrt stories and photographs. Policy opinions expressed in articles are solely those of the authors. Respon~bility for accuracy in reporting rests entirely with the contributor. No renumeration ~ made. Matenal should be sent to: Editor. VINTAGE AIRPLANE, RO. Box 3086. Oshkosh. WI 54903-3088. Phone 920/426-4800. The words EAA. ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of fAA, fAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered Irademarks. THE fAA SKY SHOPPE and logos of the fAA AVIATION FOUNDATION. fAA ULTRALI GHT CONVENTION and fAA AirVenture are trade marks of the above associations and their use by any person other than the above association is strictly prohibited.
32 FEBRUARY 200 1