Fairchild 71 •Marlin Horst’S Fairchild 71 •Boeing Stearman •A Taylorcraft Bond

MAY/JUNE 2015

•Waco QCF-2 •Gary Coonan’s Fairchild 71 •Marlin Horst’s Fairchild 71 •Boeing Stearman •A Taylorcraft Bond

the Fairchild 71 Toughness – the DNA of the Ford Super Duty. When it comes to getting the tough jobs done, the 2015 Ford F-Series Super Duty is a proven workhorse! This truck clearly sets the standard for others to follow. From increased capabilities to improved power and performance to beefier underpinnings and beyond, the Super Duty takes Built Ford Tough® to new extremes. A new 31,200-lb. maximum towing capability on F-4501 is not only best-in-class2, it’s 8,000 lbs. more than comparable Chevy trucks and 1,200 lbs. more than Ram. And when it comes to raw power, Super Duty delivers. The available second generation 6.7L Power Stroke® V8 Turbo Diesel engine comes with 440 hp and 860 lb.-ft. of torque – much appreciated when towing heavy loads uphill and at high altitudes. With the most configurations in its class, there’s a Super Duty just right for you. And, you know it will be around for the long haul. There are more F-Series trucks on the road with 250,000+ miles than any other brand 3. Those who do the toughest work count on one heavy-duty truck more than any other4 – Ford Super Duty.

The Privilege of Partnership EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s Partner Recognition Program. To learn more on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford.

1 When properly equipped. 2Class is full-size pickups over 8,500 lbs. GVWR. 3Based on vehicle registration data and latest odometer readings available to R.L. Polk & Co. for 1992 and newer model year full-size pickups still on the road in the U.S. & Canada. 4Based on Polk U.S. heavy-duty pickup and class 2-5 conventional chassis cab combined new registrations.

2015-May_Super_Duty_EAA_Divis_Ad-Final.indd 1 3/18/15 4:35 PM Vintage Airplane Straight & Level STAFF GEOFF ROBISON EAA Publisher/Chairman of the Board VAA PRESIDENT, EAA Lifetime 268346, VAA Lifetime 12606 ...... Jack J. Pelton Editor ...... Jim Busha ...... [email protected]

VAA Executive Administrator. . Erin Brueggen Toughness – the DNA of the Ford Super Duty. AirVenture Oshkosh 2015 . . . 920-426-6110...... [email protected] When it comes to getting the tough jobs done, the 2015 Ford F-Series Super Duty is a proven workhorse! This truck clearly sets Art Director...... Livy Trabbold the standard for others to follow. From increased capabilities to improved power and performance to beefier underpinnings You Gotta Be There! ADVERTISING: and beyond, the Super Duty takes Built Ford Tough® to new extremes. Vice President of Business Development Dave Chaimson...... [email protected] A new 31,200-lb. maximum towing capability on F-4501 is not only best-in-class2, it’s 8,000 lbs. more than comparable Chevy trucks and 1,200 lbs. more than Ram. And when it comes to raw power, Super Duty delivers. The available second generation It’s still March here in Northeast Indiana, but by a quirk of fate, we were Advertising Manager Sue Anderson...... [email protected] 6.7L Power Stroke® V8 Turbo Diesel engine comes with 440 hp and 860 lb.-ft. of torque – much appreciated when towing actually able to raise the hangar doors the last few days while we tinkered heavy loads uphill and at high altitudes. with our airplanes at GWB. I certainly welcomed this after spending a cou- Business Relationship Manager ple of weeks on the B-17 tour in Florida where it was in the 80s nearly ev- Larry Phillip...... [email protected] With the most configurations in its class, there’s a Super Duty just right for you. And, you know ery day. This, when it was 18 degrees in Indiana as I departed for Tampa. it will be around for the long haul. There are more F-Series trucks on the road with 250,000+ When was the last time I got a suntan in March? Let’s see, that would be VAA, PO Box 3086, Oshkosh, WI 54903 3 miles than any other brand . Those who do the toughest work count on one heavy-duty truck never! Anyway, the message here is that it’s nice to see Old Man Winter de- Website: www.vintageaircraft.org 4 Email: [email protected] more than any other – Ford Super Duty. part the region. I just hope it’s really over. As many of you are likely already aware, the Friends of the Red Barn VISIT fundraising program is currently being marketed to our friends and to www.vintageaircraft.org members of the Vintage Aircraft Association. It is important for every- for the latest in information and news one to understand that our Vintage membership dues are never sufficient and for the electronic newsletter: to underwrite the various programming initiatives as well as a valuable Vintage AirMail and meaningful Oshkosh experience for our guests and members in the VAA area during AirVenture. It simply takes a huge amount of resources VINTAGE AIRCRAFT ASSOCIATION to adequately support our hundreds of Vintage volunteers who performed Current EAA members may join the Vintage more than 25,000 hours of volunteer service to the VAA in 2014 in an ef- Aircraft Association and receive VINTAGE AIR- fort to provide our guests with the best experience possible. AirVenture PLANE magazine for an additional $45/year. Oshkosh is by far the largest gathering of aviation enthusiasts anywhere EAA Membership, VINTAGE AIRPLANE in the world, and our mission at Oshkosh is to provide the very best of “ev- magazine and one-year membership in the erything aviation” for everyone who engages in our culture each year. Air- EAA Vintage Aircraft Association are available Venture Oshkosh truly is “everything aviation” in one unique environment for $55 per year (SPORT AVIATION magazine not included). (Add $7 for International Postage.) situated smack dab in the middle of the Midwest. I am certain that there are literally thousands of vintage enthusiasts FOREIGN MEMBERSHIPS among us who every year see our post-AirVenture publications and enthu- Please submit your remittance with a siastically watch our website and e-news broadcasts throughout the entire check or draft drawn on a United States event, but they have yet to make it to Oshkosh. How in the world can you bank payable in United States dollars. Add do that? Now I’m certain a lot of you have your reasons, and I’m certain required Foreign Postage amount for each The Privilege of Partnership they are valid reasons. But I swear, I cannot NOT be in Oshkosh in July of membership. EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s Partner Recognition Program. every year. The mere depression for me would be nearly intolerable to have Membership Service To learn more on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford. to sit at home and read the aviation news feeds and blogs out of Oshkosh PO Box 3086 Oshkosh, WI 54903-3086 1 When properly equipped. 2Class is full-size pickups over 8,500 lbs. GVWR. 3Based on vehicle registration data and latest odometer readings available to during the show. EAA Radio does a great job of reporting on the fly-in, but Monday–Friday, 8:00 AM—6:00 PM CST R.L. Polk & Co. for 1992 and newer model year full-size pickups still on the road in the U.S. & Canada. 4Based on Polk U.S. heavy-duty pickup and class 2-5 I simply must be immersed in it up to my chin! It’s the only way to com- conventional chassis cab combined new registrations. Join/Renew 800-564-6322 pletely experience AirVenture Oshkosh. So, that’s this month’s headline [email protected] news. AirVenture Oshkosh 2015—You Gotta Be There! EAA AirVenture Oshkosh Please consider a contribution to the Red Barn fund. You will be forever www.eaa.org/airventure glad you did! These funds also go a long way toward funding the VAA orga- 888-322-4636 continued on page 63 www.vintageaircraft.org 1

2015-May_Super_Duty_EAA_Divis_Ad-Final.indd 1 3/18/15 4:35 PM Vol. 43, No. 3 2015 CONTENTS MAY/JUNE 2015

20 Waco QCF-2 Home in the North Dakota skies Moose Peterson 26 Mechanical Art Gary Coonan’s Fairchild 71 Budd Davisson 36 Marlin Horst’s Fairchild 71 A luxurious Lindy Winner Sparky Barnes Sargent 46 Project of a Lifetime The resurrection and restoration of a Boeing Stearman Damon Ring 53 The Bond of a Taylorcraft A father and son’s blast from the past Matthew Retka

COLUMNS 1 Straight and Level 12 Good Old Days AirVenture Oshkosh 2015 . . . You Gotta Be There! 16 Art of Flying Geoff Robison The boy and the old plane—Part 2 Sarah Wilson 7 Ask the AME Kidney stones 58 The Vintage Mechanic John Patterson, M.D., AME Evolution of aircraft instruments, Part 2 Robert G. Lock 8 VAA News 63 VAA New Members 10 How to? Cut straight lines on polyester fabric 64 Vintage Trader Robert G. Lock

MOOSE PETERSON

2 MAY/JUNE 2015 MAY/JUNE 2015

COVERS FRONT COVER: Jim Koepnick focuses on the business end of Gary Coon- an’s Fairchild 71 over a Florida lake.

BACK COVER: Marlin Horst eases his award winning Fairchild 71 over some lush green country side near EAA Oshkosh. Tyson Rininger photo.

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

ANY COMMENTS? Send your thoughts to the Vintage Editor at: [email protected]

www.vintageaircraft.org 3 TM Friends of the RED BARN

VAA members like you are passionate about your affiliation with vintage aviation, and it shows. You’re the most loyal of all EAA members, renewing your VAA membership each and every year at a rate higher than any other group within the EAA family. We appreciate your dedication! Each year we give you another opportunity to strengthen your bond with the VAA by inviting you to become a Friend of the Red Barn. This special opportunity helps VAA put together all the components that make the Vintage area of EAA AirVenture a unique and exciting part of the World’s Greatest Aviation Celebration. This special fund was established to cover a significant portion of the VAA’s expenses related to serving VAA members during EAA AirVenture Oshkosh, so that no dues money is used to support the conven- tion activities. This is a great opportunity for Vintage members to join together as key finan- cial supporters of the Vintage division. It’s a rewarding experience for each of us as individuals to be a part of supporting the finest gathering of Antique, Classic, and Contemporary airplanes in the world. At whatever level is comfortable for you, won’t you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft Association has played in preserving the irreplaceable grassroots and general aviation airplanes of the last 100 years? Your participation in EAA’s Vintage Aircraft Associ- ation Friends of the Red Barn will help ensure the very finest in EAA AirVenture Oshkosh Vintage programs. To participate in this year’s campaign, fill out the donation form by visiting our website at www.VintageAircraft.org/programs/redbarn.html to make an online contribution. Or fill out the form on the right and mail to FAA FORB, PO Box 3086, Oshkosh, WI 54903-3086. And to each and every one of you who has already contributed, or is about to, a heartfelt “thank you” from the officers, directors, staff, and volunteers of the Vintage Aircraft Association!

4 MAY/JUNE 2015 # Donor Special Access to A “6-pack” Two Passes Breakfast at Tri-Motor OR Two Tickets Close Special EAA PHP Appreciation FORB Air-Conditioned of Cold to VAA Tall Pines Helicopter to VAA Picnic Auto Air Show Center CONTRIBUTION Certificate Badge Volunteer Bottled Volunteer Café Ride Parking Seating Access LEVELS ↓ Center Water! Party Certificate

DIAMOND PLUS 2 people, 2 tickets Full week 2 people, 2 people, X X X X X X $1,500 & higher full week full week full week DIAMOND 2 people, 2 tickets Full week 2 people, X X X X X X $1,000 - $1,499 full week 1 day PLATINUM 2 people, 1 ticket 2 days X X X X X X $750 - $999 full week GOLD 1 person, 1 ticket X X X X X $500 - $749 full week Choose your level of participation: o SILVER Diamond Plus ($1,500 or more) X X X X X $250 - $499 o Diamond ($1,000-$1,499) BRONZE PLUS o Platinum ($750-$999) X X X X $150 - $249 o Gold ($500-$749) BRONZE o Silver ($250-$499) X X X $100 - $149 o Bronze Plus ($150-$249) LOYAL X o Bronze ($100-$149) SUPPORTER o Loyal Supporter ($99 or less) $99 and under

TM Name: ______EAA #:______VAA #:______Badge Information Address:______(for Bronze Level and above) o Yes, prepare my name badge to read: City: ______State:______ZIP:______Phone:______E-mail:______(Please print name) o o Payment enclosed (Make checks payable to Vintage Aircraft Association) No, I do not need a badge this year. o Please charge my credit card for the amount of: $ Certificates Credit Card Number: o Yes, I would like a certificate. Expiration Date: o No, I do not need a certificate for this year. Signature: Vintage Aircraft Association | 3000 Poberezny Rd., Oshkosh, WI 54902 | 920.426.6110 | EAAVintage.org The Vintage Aircraft Association is a non-profit educational organization under IRS 501c3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons. www.vintageaircraft.org 5 CALL FOR VINTAGE AIRCRAFT ASSOCIATION

Nominate your favorite vintage aviatorNominations for the EAA Vin- the present day. His or her contribution can be in the areas tage Aircraft Association Hall of Fame. A great honor could be of flying, design, mechanical or aerodynamic developments, bestowed upon that man or woman working next to you on administration, writing, some other vital and relevant field, your airplane, sitting next to you in the chapter meeting, or or any combination of fields that support aviation.The per- walking next to you at EAA AirVenture Oshkosh. Think about son you nominate must be or have been a member of the the people in your circle of aviation friends: the mechanic, Vintage Aircraft Association or the Antique/Classic Divi- historian, photographer, or pilot who has shared innumerable sion of EAA, and preference is given to those whose ac- tips with you and with many others. They could be the next tions have contributed to the VAA in some way, perhaps VAA Hall of Fame inductee—but only if they are nominated. as a volunteer, a restorer who shares his expertise with The person you nominate can be a citizen of any coun- others, a writer, a photographer, or a pilot sharing sto- try and may be living or deceased; his or her involvement ries, preserving aviation history, and encouraging new in vintage aviation must have occurred between 1950 and pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Think of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: [email protected] Remember, your “contemporary” may be a candidate; nominate someone today! Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted. •Name of person nominated. •Address and phone number of nominee. •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. •Address and phone of nominee’s closest living relative. •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fields in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.

6 MAY/JUNE 2015 Ask the AME

JOHN PATTERSON, M.D., AME

Kidney stones

J.C. writes, “I passed a kidney stone last week, of calcium—usually in the form of calcium oxalate and I want to know how this will affect my up- or calcium phosphate. Many people who have stones coming medical.” have a hereditary predisposition to stone formation, either absorbing more calcium from a regular diet There are a number of new conditions that the avia- through the GI tract, or they excrete more calcium tion medical examiner (AME) can issue if certain con- through the urine than the general population (renal ditions are met. Kidney stones were to be included in leak phenomenon). Typically, once these stones have a second group of these conditions, but unfortunately formed, they cannot be dissolved safely. Any medica- the strict guidelines have not yet been released. tion that dissolves calcium stones will have some ef- Currently the present guidelines are nebulous fect on bone, therefore the difficulty in treatment. and arbitrary at best. A retained stone or a history Currently the most effective treatment is drink- of recurring stones—especially their need for treating sufficient amounts of water to produce 2 liters ment for incapacitating pain or hospitalization—will of urinary output in 24 hours. This amount will vary certainly factor into an FAA decision. Currently, given environmental conditions. For example, more therefore, if a stone is present on computerized to- fluid intake is required during hot and humid condi- mography (CT), intravenous pyelogram (IVP), ul- tions due to insensible loss through perspiration. trasound, or KUB (kidney, ureter, or bladder film), Increased fluid intake serves to dilute the urine and or if the pilot has had to go to the emergency room make crystallization, and therefore stone formation, for pain control and for treatment of a kidney stone, less likely. There are a few medications that can be these pilots will need to be deferred for FAA certifica- used for prevention of stones. Medications that in- tion. If after a kidney stone episode, X-ray imaging hibit calcium absorption through the GI tract are not demonstrates no additional stones and the pilot is commonly used due to their side effects and malab- asymptomatic, the AME can then issue the certificate. sorption of needed nutrients. Hydrochlorothiazide It becomes less straightforward when imaging is a diuretic that causes the kidney to excrete potas- demonstrates an additional stone. When is this re- sium instead of calcium in the urine and is helpful in tained stone significant and likely to cause sudden the previously mentioned renal leak phenomenon. incapacitation? Most urologists agree that a stone These patients may also need to take a potassium larger than 4 mm in diameter is a difficult stone to supplement as well. One of the treatments is the use pass without significant pain. Also the location of of citrate for stone inhibition. Potassium citrate can the stone is important. Stones in the upper and mid be used not only for replacement of potassium but portions of the kidney are more likely to break loose for the stone inhibition effect as well. Lemon juice is and travel down the ureter, causing obstruction and, a natural way to get citrate in the diet. Vitamin B6 therefore, pain. A stone in the bottom or lower pole may also decrease oxalate production in the body and of the kidney may stay in position with the help of is sometimes used as a stone inhibitor. Current rec- gravity and is less likely to cause discomfort. When ommendations for stone prevention include low to a pilot is approved by the FAA through a special is- moderate protein, salt, oxalate, and caffeine intake in suance process, he or she is likely to be required to the diet. Interestingly, a low-calcium diet previously provide imaging that shows stability in the size and recommended for stone prevention does not seem to position of the retained stone. And, of course, the pi- help and may actually be detrimental for stone pa- lot must not have pain or symptoms. tients. Currently moderate calcium intake is recom- Almost 90 percent of kidney stones are composed continued on the page 63 www.vintageaircraft.org 7 VAA News VAA Election

National Travel Air See attached insert Reunion, Wichita, KS ballot to vote This year the Travel Air Restorers Association (TARA) will be hosting a Travel Air National Reunion celebrat- Dave Clark ing 90 years since the founding of the Travel Air Manu- Vice President facturing Company at Wichita, KS. Historian Ed Phillips Plainfield, Indiana has traveled to Benton, KS to check out Stearman Field As a child, Dave built (1K1) and he reports that the location is great and that almost every type of it will make for a good base of operations. OK, here flying model airplane. are the dates, Thursday thru Sunday Sept 17-20, 2015 He learned to fly in J-3 so mark your calendar. Activities will be planned and Cubs in 1958 in India- scheduled on each of these days. I expect that many of napolis, where he and you will start arriving on Wednesday, as I plan to do, so his wife, Wanda, moved we won’t miss anything. Tours of various points of in- so Dave could attend terest are being planned including the original Travel Air pharmacy school at factory which still stands and is part of Textron Avia- Butler University. He tion. All Travel Air owners and enthusiasts are welcome. has owned an Aeronca Check out our website www.travelair.org or call 408-356- Chief, an Aeronca Scout, and two Tri-Pacers. Dave 3407 for more information. To help out with planning has been working on and restoring airplanes since let us know that you are planning to come. 1969. Currently he is restoring his 1946 Aeronca Chief. After his retirement, he enrolled as a stu- dent in the Vincennes University airframe and powerplant (A&P) program in Indianapolis and graduated in 2005. He is now an A&P instructor there. For five years Dave served as the president of the Hendricks County Board of Aviation Com- missioners to build a new airport (2R2), which opened in December 2001. Dave attended two EAA conventions in Rockford and has attended all but two fly-ins in Oshkosh. He served as a judge of The first Model “A” built, c/n 1, rests in the prairie grass the Antique aircraft category for 25 years, served of the California Section five miles east of downtown as co-chairman of Antique Judging, and served as Wichita shortly before its first flight in March 1925. The the VAA chief judge for a number of years. He cur- airplane had been trucked out to the field from the rently serves as vice chairman of the VAA Conven- small shop behind the Broadview Hotel, assembled, tion Management. rigged, and the Curtiss OX-5 engine tested to ensure a successful maiden flight. The pilot was Irl Beach, a well known resident and aviator in Wichita. As series of flights that day were witnessed by a local representative of the National Aeronautic Association. The Model “A” was a classic design that launched the fledgling Travel Air Manufacturing Company on its way to five years of success. (Edward H. Phillips Collection) 8 MAY/JUNE 2015 Jerry Brown ties also included managing the Hartford airport on Director weekends. During that period George was able to Greenwood, Indiana checkout in many different types of antique and clas- As a member of EAA sic aircraft, including a Cub, Stearman, Great Lakes, and VAA since 1983, and Luscombe, to name a few. Having retired after Jerry currently serves as 25 years of corporate flying, George spends his time chief judge for the VAA, now as the operations manager and a pilot of the has served as an Antique EAA B-17, and as a pilot on the EAA’s Ford Tri-Motor. Classic judge since 1999, From 1983 through 2008, George served the VAA and has received his during AirVenture as co-chairman under Art Morgan 50-mission Young Eagles and eventually chairman of Vintage Aircraft Park- pin. He received a Bronze ing & Flight Line safety. From 1995 through 2013 he Lindy in 1991 and again served the VAA as vice president. in 1998 as VAA Custom- ized Antique Champion. Since his retirement in 1989, Susan Dusenbury he has worked full-time restoring Wacos. He is in- Director volved with most phases of the restoration process Walnut Cove, including engines and airframes. He emphasizes the North Carolina importance of having younger enthusiasts participate Susan began flying at in restoration work by providing hands-on experience the age of 15 on a pri- for them in his Waco shop. Jerry is a member of EAA vate airport (Overton Chapter 729 and served as treasurer of the American Field) located near her Waco Club for 16 years. Jerry is a private pilot, SEL shared hometowns of and MEL, with 3,000-plus hours in single-engine air- Andrews and Pawleys planes, 1,000 of which is with conventional gear. His Island, South Carolina. She earned her private pi- business and community service includes 25 years as lot certificate during her senior year in high school. founder and CEO in plastics manufacturing and the Susan is a graduate of Francis Marion University custom sportswear business as well as serving on the holding a degree in accounting and business ad- board of trustees of Franklin College. ministration. While in college Susan earned her commercial, multiengine, instrument and flight George Daubner instructor certificates. After college Susan enrolled Director in a two-year airframe and powerplant mechanics Oconomowoc, course and graduated with an associate degree in Wisconsin aviation maintenance technology. Susan is a long- George’s love for avia- time EAA and VAA member and volunteer and is tion started at the tender currently serving as president of Vintage Chapter age of 12, when he at- 3. Susan recently retired from the EAA board of di- tended his first air show rectors after serving for 20 years and also recently at his hometown airport retired from ABX Air (formally Airborne Freight in Hartford, Wisconsin. Corporation) after flying 25 years of night freight. It was then that he real- Over time Susan has owned and/or restored sev- ized he wanted to make eral vintage airplanes including an Aeronca 7AC flying a large part of his Champ, a Luscombe 8A, an Inland Sport, a KR-21, life. He started flying in and a Culver Cadet. She now owns and flies a 1953 1969 and earned his private ticket in 1970. In 1974, Cessna 180 and a 1937 Taylor J-2 Cub from her George was hired as a copilot flying Beech 18s for farm in North Carolina and is currently restoring a a Milwaukee-based charter company. His job du- 1935 Stinson SR-6 Reliant. www.vintageaircraft.org 9 How to?

ROBERT G. LOCK

Cut straight lines on polyester fabric

Woven polyester fabric tends to unravel when it is Figure 2, a left-hand Hatz biplane upper wing be- cut dry and in the gluing process can be a real pain ing covered with the Poly-Fiber process. I always lap with threads and filaments pulling from the cut. To the seams where they won’t easily be seen; there- avoid this problem I use a process that coats the cut fore, the final overlap on the upper wings is on the line with the first coat of filler material (in this case top, and on the lower wings it’s on the bottom. In- Poly-Brush), allowing it to dry, and then cutting with stall the top fabric first a good pair of scissors, razor blade, or knife. It works and securely bond it to well and gives a nice straight line with no fraying of the structure. When the fibers. See figure 1. the glue dries gen- tly preshrink the fabric enough to remove any wrinkles from the leading and trail- ing edge. Then brush a strip of Poly-Brush about 2 inches wide where lower fabric will be attached. When this is dry, begin to attach the lower fabric, wrapping around the leading edge, and then mark the cut lines with a pencil and use a long straight edge. Brush a coat of Poly- Brush along the pencil line and allow it to dry. Then, place a clean 1-by-4-inch wood strip under the cut line Figure 1 Figure 2 10 MAY/JUNE 2015 Mess Free!

Your Next Oil Change Just Got Easier and, using the long straight edge, razor cut the line. The wingtip can be done in the same man- ner, only you will have to heat shrink the fabric around the wing bow to avoid wrinkles. Once the $328 BC700-1 (STC/PMA) fabric is heat shrunk around the bow, mark it List: $450 O-235 thru IO-720 with a pencil, brush on a coat of Poly-Brush, and Limited Time 3-D Machined let it dry. Then make the cut with a pair of sharp and Quantity Billet Aluminum scissors, starting the cut and then pushing the th scissors to make the cut. Once the lap joints have 123 E. 4 Street • Newton, KS 67114 cured, the fabric may be heat shrunk per instruc- 316-283-8000 • BandC.info/VA tions of the manufacturer. AERO CLASSIC “COLLECTOR SERIES” Vintage Tires New USA Production Show off your pride and joy with a fresh set of Vintage Rubber. These newly minted tires are FAA-TSO’d and speed rated to 120 MPH. Some things are better left the way they were, and in the 40’s and 50’s, these tires were perfectly in tune to the exciting times in aviation. Not only do these tires set your vintage plane apart from the rest, but also look exceptional on all General Aviation aircraft. Deep 8/32nd tread depth offers above average tread life and UV treated rubber resists aging. First impressions last a lifetime, so put these jewels on and bring back the good times..… New General Aviation Sizes Available: 500 x 5, 600 x 6, 700 x 8 Desser has the largest stock and selection of Vintage and Warbird tires in the world. Contact us with your requirements. Telephone: 800-247-8473 or 323-721-4900 FAX: 323-721-7888 6900 Acco St., Montebello, CA 90640 Figure 2 3400 Chelsea Ave, Memphis, TN 38106 In Support Of Aviation Since 1920…. www.desser.com www.vintageaircraft.org 11 Good Old Days SCRAP From pages of what was . . . Take a quick look through history by enjoying images pulled from publications past. BOOK

12 MAY/JUNE 2015 SCRAP BOOK Ads lassifiedWhat would you have found . . . C June 1938 v Western Flying, April 1941

14 MAY/JUNE 2015 Western Flying, August 1946 v

v Western Flying, April 1941 www.vintageaircraft.org 15 The Art of Flying

SARAH WILSON SARAH WILSON SARAH The boy and the old plane—Part 2

have enough time to do all the things you like to do, it’s very hard to believe there is all the time in the world waiting for you.” The plane smiled inside. It had been so long since the plane had a little boy for company. “Climb up my wing, buckle up, put your hands on my stick. I can’t wait to show you what it feels like to fly,” the plane replied. “Let’s fly over there. That’s the feeling I’ve been waiting to share. Hang your head over the side and pretend. Flying feels like riding your bike down the soapbox derby track with no hands. Like you’re The boy sat down on the floor of the shed. Next to a birthday candle blowing yourself out in the wind. the boxes and bags and parts and pieces, as dreams Flying feels like goose bumps bubbling up from in- of flying flew through his head. side your skin. Like you’re a can of soda pop you just “If you tell me what it feels like to fly, it will help shook up, popped your top, and spilled smiles down me be patient,” the boy said. “It is very hard to wait your chin. Feel the wind blowing your breath away? for the Eighth Day to begin. I always have so much Feel your bubbles bubbling out from within?” to do, and so little time to do it in. Swimming and The boy smiled on the outside as giggles bubbled skating and sleepovers and summer camp. There’s out of him. ice cream for dinner nights, boat rides, treasure “Let’s fly over there. That’s the feeling I’ve been hunts, and games of kick the can. When you never waiting to share,” the plane said. “See how the sky 16 MAY/JUNE 2015 changes color at dinnertime? A sky feast awaits. Hang your head over the side and breathe in. Smell the or- “Climb up my chard in the wind? Like someone just put apple blos- soms up your nose. Now look down, into the ground. Use your imagination. See the purple in the trees? wing, buckle up, Bite in. What do you taste? Does the purple in the ground taste like plums or popsicles to you? Now look put your hands on high, into the sky. Feel how the light spreads, warm- ing and melting on your skin. Use your imagination. Lick it. What do you taste? Does the yellow in the sun my stick. I can’t taste like honey or buttered popcorn?” The plane waited for the boy to reply, but he had wait to show you fallen asleep on the floor of the shed. The plane smiled inside. It had been so long since the plane had a little boy asleep under its wing. what it feels In the cool darkness of the shed, the boy started to dream. Perhaps it was a dream, but no one can ever be like to fly.” sure if dreams aren’t real. He dreamt that wild men blew through the meadow with wind and blue flames in their hair. Flying biplanes and wearing boots as tall as their knees. They pulled the wind out of their hair and wrapped it around the barn like a scarf. Then the men blew flames across the beams to break the www.vintageaircraft.org 17 barn’s roof apart. With hands as big as hams, they picked up the wood and wove it into the plane’s wings. Then the wild men laid leather coats on the seats and took the shirts off their backs to patch the plane’s fabric with their sleeves. They laughed so loud it shook the ground. Then they poured gas from their flasks into the engine, until it glowed bright blue. When the plane was done, and shining like new, the wild men wrapped the wind around their necks again and blew back from where they blew in. Somewhere over the horizon, half past the point of no return, the wild men danced with the wind over the top of the moon. When the boy woke up it was almost dark. It had been the most distracting day. Such unusual things: magic clocks and talking planes. Now his tongue tasted like the color blue. The boy didn’t want to leave, but he had so many things to do. A promise rose up with him as he stood up from the floor of the shed to leave. “I believe I AM going to fly, and I believe I AM going to fly for you, too.” The plane frowned inside and replied, “Sepa- 18 MAY/JUNE 2015 rated so long from the sky, I have forgotten how to believe I can fly.” The boy remembered the words his father told him when he wanted to stop believing in things. “You’re wrong,” the boy said. “Believing never ends; it can be forgotten and remembered again. Believing begins with the words I am. Small things hold the biggest secrets after all. When you start a thought with I am, anything is possible at the end. Starting a thought with am I is like starting a thought with I can’t! A thought that begins by saying I AM makes your thought end with I CAN.” The plane didn’t reply. Nothing says a lot, it just doesn’t use any words to say it in. “I promise I’ll be back,” the boy said. “I promise I am going to restore you, and we will fly someday. I won’t forget you. I love you. You’re my Wish Twin.” Then the boy closed the door of the shed, and the plane was left alone in the dark. The boy was already past the orchard and through the field when the plane replied, “I believe you.” The plane smiled inside. It had been so long since the plane had a little boy say, “I love you.”

Just then, on the left of the shed, hidden in the corner of an old panel, the very small clock, with a set of very red hands, started to change . . . and glow. To be continued . . . www.vintageaircraft.org 19 Waco QCF-2 Home in the North Dakota skies photos and article by Moose Peterson

The pole barn door creeks and moans as it’s waiting to be pulled out and to enter the North slowly winched up, revealing the history inside. Dakota skies. The waning light of the afternoon sun sneaks in Waco, an early aviation manufacturer, constantly under the rising door to light up what’s safely evolved its aircraft designs. With the success of the stored inside. When the door reaches halfway up, earlier Model F of 1930, Waco introduced the rede- the large stainless Curtiss speed ring glistens as signed model QCF based on it. Known as the QCF- the sun reaches into the depth of the barn. There 2, this updated F-line had more horsepower with a it reveals this gorgeous historic biplane—dark Continental A-70-2 165-hp engine. Waco redesigned green fuselage, pearl wing with green scallops— the landing gear, making it stronger. At the same 20 MAY/JUNE 2015 time the QCF-2 got an increase in its payload and the 100-foot circular parking area to demonstrate speed. The Waco QCF-2 quickly established itself as that the F-2 could take off and then land on the the biplane of the day, earning a grand reputation parking circle. The short-field performance of the for its class and became affectionately known as F-2 was so impressive that it even outperformed simply the F-2. the exciting newcomer to American skies, the Pit- It has been written, “Engineers at the Waco cairn whirly bird rotary wing Autogiro.” Having factory, eager to demonstrate the F-2’s impres- flown in this amazing aircraft and seen it per- sive short-field takeoff and landing characteris- form, it’s easy to see why the Waco QCF-2 is one of tics, cleared their vehicles from the perimeter of the most sought after biplanes today! www.vintageaircraft.org 21 The above cockpit photos show the detailed craftsmanship. The exquisite leather interior has embroidered logos.

Waco QCF-2 NC11490 Lustrous History Delivered from the factory No- vember 6, 1931, S/N 3572 had an orange fuselage, cowling, rudder, and fin and silver wings, stabilizer, and flippers. The Sales & Inspec- tion Record shows the following extras: ring cowl, wheelpants, and metal front cockpit cover. It had a Continental engine, No. 299, with Stromberg carburetor and Scintilla magnetos. With a Haywood starter and Hamilton 16238 prop it was ready to fly. Records show that the famous Marguerite “Martie” Bow- Everything designed to beautiful detail. man flew NC11490. She worked for Waco, ferrying new aircraft 22 MAY/JUNE 2015 to owners. On 14 December, she landed at Parks Airport, Il- linois, with the cited destination as Kansas City, Missouri. The Waco spent the majority of its first years at the Monrovia Air- port, California (now gone), as a rental and banner-towing aircraft. Believed to be owned by Al Blackburn, owner of the Monro- via Airport at the time, NC11490 became a bit of a celebrity. Four Hollywood movies, including Laurel and Hardy, were filmed at the Monrovia Airport, and you can clearly see NC11490 in the inside the track at the Santa Anita Warren Pietsch who purchased background of the 1933 film Sky- racetrack. And the photograph, the Waco in 1998 through For- way. This history is still honored it’s believed it was taken by the rest Lovley from the Causey fam- today even though the Monrovia one and only Clancy Hess! Hess ily and brought the Waco back to Airport is long gone. also flew the Waco out of Monro- North Dakota for restoration. Today, there is a famous tile via back in the day. mural in Monrovia, California, It was some time after this the The Second Life depicting flight at the Monro- Waco was purchased by Lester of NC11490 via Airport. The mural brings to Causey of Taft, California. Causey, Pietsch brought the Waco back life an old black and white photo a business man and pilot, would to Pietsch Aircraft R&R for restora- of NC11490 on final at the air- fly his son in the Waco up to the tion. There, from 1998 until 2005 port. It’s believed at the stick of Sierra lakes to fish. On 13 July as “spare time and spare money the Waco in this 1938/39 photo 1947 they crashed in the Waco allowed,” Pietsch, Gary Johnson, is Don Rolf who soloed in the in the Sierra foothills during a Gordy Valgreen, Chris Grina, Don Waco at Monrovia at age 16 and flight with a potential buyer, kill- Larson, and many others pains- for years flew it around Southern ing Causey and seriously injuring takingly and lovingly brought the California, delivering plane parts. his son. The current custodian of QCF-2 back to airworthy. The final Rolf said he even landed the Waco this piece of aviation history is work of art hides much of the work www.vintageaircraft.org 23 done with great care to factory specs and presentation. The Waco is covered with Ceconite fabric and painted with butyrate dope (Diana cream, forest green and gold pinstripes—not its original colors). And one of the final touches of restoration is the Cur- tiss speed ring, which is an op- tion this airplane came with from the factory. Does the Waco QCF-2 live up to its reputation in flight? Having the good fortune to fly in this gorgeous aircraft numerous times in level and inverted flight, I can personally attest to it. Better though is watching all those deplaning after a flight in it with Warren Pietsch Warren Pietsch stands happily next to the shining WACO QCF-2. at the stick. In August 2014, War- ren was able to give Don Rolf his that went into restoring the Waco. adjustable prop as it did from the first flight in the Waco in nearly It’s now powered by a Conti- factory. The only modern upgrade 70 years. A month later Rolf was nental W-670 220-hp radial en- was to the brakes. Pietsch says, still all smiles. There is no grander gine. It was retrofitted with a “It cruises at about 110 mph and testimony to the magical flight of front exhaust to replicate its is one of the most enjoyable avia- the Waco QCF-2. Pietsch sums it original Continental engine. Both tion experiences that I have been up well, “It is amazing to me the engines were 670-cubic-inch able to share with other people, connections that have been made seven-cylinder radials. It has pilots and non-pilots alike.” because of one airplane; aviation a Hamilton Standard ground- The woodwork and fabric was truly is a small world.” 24 MAY/JUNE 2015

Mechanical

JIM KOEPNICK Art, it is said, is in the eye of the be- holder, it’s hard for anyone to behold a ArtFairchild 71 and not classify it as art. 26 MAY/JUNE 2015 JIM KOEPNICK

Gary Coonan, aerial art aficionado.

Gary Coonan’s Fairchild 71 by Budd Davisson photos by jim koepnick unless noted

“I knew absolutely nothing about antique airplanes, but as soon as I saw the photo of the Waco UBF, I thought, ‘That’s the most beautiful thing I’ve ever seen. I’ll take it.’” And so began Gary Coonan’s love affair with antique airplanes. It wasn’t something he chose to do. It was as if antique airplanes knew his love for the mechani- cally unique and sought him out, culminating with the Fairchild 71, one of only three still flying. None of the foregoing, however, is unique in Gary’s life. From the beginning it has been tinged with a level of uniqueness seldom seen.

www.vintageaircraft.org 27 FELIX RUIZ FELIX The wicker seats were a major at- traction for Gary, who redid the interior in leather.

companies eventually rising into management for a company that manufactured automotive repair equipment. “At that point in my life, I realized I really didn’t like working for other people,” he says. “In fact, I think I was a bad employee, if nothing else because I often felt as if I could be doing a better job than my bosses were. It became obvious to me that my destiny was to be doing my own thing. So, I did.” While the segue is unclear (and a little curious), Gary left the au- FELIX RUIZ FELIX The single seat cockpit gives a great view of the back of an R-1340 tomotive repair equipment manu- straight ahead but has good side visibility. facturing industry for the medical equipment manufacturing industry, forming his own company. But, Just as Gary knew nothing rado for mechanical engineering, aviation had always been on the about antique airplanes when he one of the first things I noticed back of his mind. got into them, he also knew lit- was the way the area smelled. And “Like most kids,” he says, “I loved tle about life in America when he the huge lawns. I loved mowing building and flying R/C model air- went to college. This was because lawns. I thought that it was cool craft. In fact, even as a kid overseas his father, a Caterpillar executive, because I’d never experienced it. I I knew I wanted to learn how to fly. spent much of Gary’s life over- even loved the smell of going into So, after I was out of college and seas, so he knew far more about a Kmart. All of America was a new working, I saw a Quicksilver MX life in Switzerland and Asia than experience for me.” ultralight for sale in the local want he did about America. After college Gary worked in ads. I thought, ‘What the heck? “When I went to college in Colo- a number of automotive-related Why not?’ So I bought it. 28 MAY/JUNE 2015 I love certain mechanical visual forms. They look like art to me, and that was the Fairchild: FELIX RUIZ PHOTOS RUIZ FELIX The big tires smooth out the roughest Details by the bushel in the pure antique art. field. Fairchild.

“So, there I was, on a field with my very own ultralight. It ran. I had read the book, and the field was pretty empty. So, I made one of the worse decisions I’ve ever made, and I’ve made plenty of bad ones: I decided I’d just jump in it and go flying. As soon as I was off the ground it became abundantly clear that this was not a smart idea. I was so scared! It remains the most exciting thing I have ever done, and I still can’t believe I was that stupid. Somehow I managed to get it down without killing my- Former owner, John Cournoyer, made sure the subtlest of details were self and decided right then to go carefully restored. take flying lessons.” He got his certificate in a Dia- mond DA20, and the uniqueness in life caught up with him again. “I got my PPL on September 10, 2001. The next day the entire world changed. But, even though pres- sures were building on all sides, I decided to buy an RV-7 kit and for a while worked on it like mad. But then the business kept growing, and I got married and had a child, so the airplane, with an engine on it, sat in the hangar for a long, long time with me never touching it. I just didn’t have the time. I finally faced reality and gave up. It got to where I couldn’t bear to even read Some details aren’t very subtle, as with the oil cooler. www.vintageaircraft.org 29 Coonan flies the airplane to as many events as practical, even though its 100 mph cruising speed keeps it close to home.

JIM KOEPNICK

Sport Aviation when it came in the a sucker for old, beautiful stuff. I “I didn’t go up there,” Gary says, mail (yes, I kept my membership). found a military pilot with experi- “with the intention of buying a I’m a very grease-under-the-finger- ence in this kind of airplane, and Fairchild 71. In fact, I barely knew nails, hands-on guy, but life has its away we went. My wife met us at what one was. However, the sec- responsibilities. So…” the airport, and she too thought it ond I laid eyes on it, I knew that He finally got out from behind the was beautiful! It took me a while to I really liked that airplane. It just desk when, in 2012, he sold his com- get to where I could fly it, but David had ‘that look’ about it. I love cer- pany and began to live life again. Williams who has flown just about tain mechanical visual forms. They “I’m into almost anything old. everything worked with me until I look like art to me, and that was Especially mechanical stuff. For was more or less comfortable in it. the Fairchild: pure antique art. It instance, I now own a 1908 and Then the Fairchild entered my life.” was classic air travel as it was at a 1922 Buick, a ’53 Indian Chief- The straight-line distance from the very beginning. The lines, the tain, and a ’43 Harley. I also own Gary’s home in Bell Buckle, Ten- wicker seats, the big round mo- a 1934 Packard that looks perfect nessee (no . . . really! That’s where tor—all had me sold before I even pulled up to the Fairchild ready to he lives), to Creve Coeur, Illinois, knew it was for sale. It had been pick up weary travelers and their is less than 400 miles. It’s just a restored and put in the museum luggage. So, when I saw the ad for pleasant cross-country in any kind only a year or so earlier, so it was the gorgeous Waco, I was a goner. of airplane. So it was only natu- pristine. John Cournoyer’s restora- I couldn’t not buy it! Yeah, it was ral that, as his interest in antique tions are famous for their perfec- an impulsive buy, considering it airplanes blossomed, he’d quickly tion. So, before I knew it, I heard had been 12 years since I’d flown a find his way to Creve Coeur, one myself saying I wanted it and was tailwheel airplane of any kind and of the hottest of America’s antique calling the pilot who had worked only knew the basics about round airplane hot spots. The museum is with me in the Waco to work out motors. But, it was the most beau- home to some of the most revered arrangements to take it home.” tiful thing I’d ever seen, and I’m classics, and one caught Gary’s eye. The trip home turned out to 30 MAY/JUNE 2015 FELIX RUIZ PHOTOS RUIZ FELIX

be something of an adventure because the engine was using so much oil that Gary said they’d be almost totally out in 45 minutes. The first thing he did was have a freshly overhauled, and very pretty, Covington R-1340 swapped for the nine-cylinder oil pump that was there. The new one was the 14th engine to reside ahead of the firewall. Gorgeous creativity, courtesy of the Pratt and Whitney school of art. Gary Coonan’s Fairchild is re- puted to be one of the few with a complete paper trail behind it. Usually aircraft that are capa- based in Brownsville, Texas, and The airplane cycled through a ble of carrying large loads grav- flew flights into Mexico until number of owners during the ’60s itate to Alaska where they are 1934. It then drifted to the West including several rebuilds, one of put in harness and ridden hard Coast where it flew as an aerial which saw it placed in the Airpower until they drop dead at some re- survey ship. Museum in Ottumwa, Iowa. Close mote airstrip, where their history After the war it had a 450-hp to 35 years later the airplane was slowly disappears and becomes R-985 grafted to the nose, and it traded to the Creve Coeur museum hard to trace. NC9727 however floated from job to job until, in the where John Cournoyer via Terry never went north. 1960s, it became a jump plane in Chastain took it back down to bare When built in 1928, it was southern California and eventually tubing and built it back up again. equipped with a 400-hp R-1340 was re-engined with an R-1340, as This included a long needed total and wore Pan Am colors. It was originally produced. rebuild of the massive wood wing. www.vintageaircraft.org 31 JIM KOEPNICK

JIM KOEPNICK

JIM KOEPNICK FELIX RUIZ FELIX What the Fairchild lacks in speed it FELIX RUIZ more than makes up for in overall The airplane came out of the factory with a 400 hp version of the R-1340 docility: it is often referred to as a but now the throttle commands 600 hp, which only yields 100-105 mph. “big cub.”

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36 MAY/JUNE 2015 Marlin Horst’s SPARKY BARNES SARGENT FAIRCHILD

really wasn’t looking duster Eugene O. Frank, and nes- for a Fairchild; it just tled amidst the cobwebs and de-71A luxurious providentially fell into cades of sedimentary dust in one my lap,” says Marlin of his large hangars were the recog- Lindy winner “ Horst with a smile, ex- nizable remains of a Fairchild 71. plaining, “I got talked into it by a “The basic airplane that Frank by Sparky Barnes Sargent friend.”I Marlin, of Bird in Hand, had was fairly complete, but there Pennsylvania, won the Antique were a few things that were just Grand Champion—Gold Lindy for plain missing,” recalls Steve Curry the restoration of his handsome of Radial Engines in Guthrie, Okla- 1929 Fairchild 71, NC9708. homa. “We actually found the le- It all started in 2005 when a vers that release to allow the wings cache of antique airplanes in var- to fold in a scrap pile, along with ious stages of disarray was un- some window trim pieces. When I earthed by a team from Radial told Pat Horgan, a good friend of Engines Ltd. at Frank Field in mine who was then general man- Caldwell, Idaho. The collection of ager of Waco Classic in Michigan, 27 airplanes was owned by crop about our efforts to identify all the www.vintageaircraft.org 37 airplanes, he flew out and looked at it, and called his friend Marlin to let him know there were some airplanes he’d be interested in.” It took some time for Pat to con- vince Marlin that a Fairchild 71 would be a good airplane to restore. Given the 71’s performance capabilities, it would make a good touring machine, which was what Marlin wanted. Historically, the versatile and capable seven-seat Fairchild 71 filled many roles, whether flown on Fuselage woodwork is complete. wheels, floats, or skis. They were used for aerial photography, carrying reporters and newspapers, hauling supplies to faraway out- posts in Canada and the United States, and flying air mail and charter passengers. With a service record like that, the 71s had to have been designed and built well. A 1929 article in Avi- ation News concludes: “Through- out the making of the fuselage, no pains have been spared to make every part as dependable as it is hu- manly possible. No wonder any worker who has worked on a Fair- child plane is enthusiastic about its construction. He knows it is the best plane made.”

History Mystery Marlin purchased the project, PHOTOS COURTESY MARLIN HORST MARLIN COURTESY PHOTOS Perseverance pays off with new metal! which turned out to be the accu- mulated parts of two 71s. One airplane had registration number NC58993, and the other one’s iden- tity was unknown. He theorized that the second ship was likely NC9708, based upon evidence that in the early 1950s, a Fairchild 71 bearing that registration number was restored in Idaho. That 71 was owned by Tom Ki- iskila of Orofino, Idaho, who operated Tom’s Flying Service. A photo of NC9708 was featured on the cover of the November 1961 issue of Antique Airplane Association News, Applying the primer coat to the fuselage. and Tom wrote: “I had this plane re- 38 MAY/JUNE 2015 PHOTOS COURTESY MARLIN HORST MARLIN COURTESY PHOTOS The “command center” is NC9708 is one luxurious Fairchild 71. Beautiful wicker passenger seats. taking shape. stored to new shape by Hillcrest Air- and he agreed to give it to me. I Michigan—a total of 22 tubes were craft Co., Clarkston, Washington, sent a letter to FAA Aircraft Regis- replaced. Meanwhile, in Pennsylva- last year and they did a marvelous try, reserving N9708 and assigning nia, Marlin’s team began taking in- job on it… I do a lot of freighting it to N58993 S/N 37,” says Mar- ventory of the extensive woodwork and flying elk hunters and fisher- lin, elaborating, “Serial No. 600 to determine exactly what they had. men into the back country with this was the first 71 manufactured by Then they documented the items ship. It is a good load hauler with a Fairchild in Long Island, and Se- they didn’t have, which led Marlin useful load of 2,300 pounds.” rial No. 600 NC9708 was eventu- to begin “the pursuit of either trying In March 2014, Marlin received ally sold to American Airlines and to find the drawing or an original a note regarding the two Fair- served as one of the first commer- piece to reverse-engineer. At times child 71s from Bert Zimmerly of cial people-moving crafts. My air- we designed the part from an en- Oregon. That information helped plane is as close a reproduction of gineering perspective, based upon solidify his theory: Bert pho- serial No. 600 as possible based on our knowledge of what it was—and tographed N9708 S/N 600 and existing information published by then we pursued material substitu- N58993 S/N 37 in 1955. He indi- Fairchild. My goal was to create a tions with an FAA designated engi- cated that N9708 was nicknamed corporate transport version of the neering representative.” Dumbo and was used as a forest 71, since this model was the first The entire project was under one sprayer, but later crashed at Moose successful corporate aircraft for roof in Pennsylvania by the fall 2007. Creek Ranger Station strip. Mar- general aviation.” Marlin engaged Tim Weaver and lin speculates the remnants from Rich Wallen to work on it full-time, this crash were those of the partial Tackling the Project and by fall 2008, they had moved the 71 he acquired from Frank’s estate Marlin Horst, a mechanical- 71 to Marlin’s hangar at Smoketown (and he hopes more information minded man who enjoys work- Airport. Marlin’s son, Kendall, an will surface). ing with his hands, has restored a A&P/IA mechanic, skillfully guided Delving deeper, Marlin also dis- number of airplanes. His two busi- the project with his technical exper- covered that the original NC9708 nesses, Horst Aviation and Pre- tise and research savvy. (serial number unknown) was fea- miere Custom-Built (which builds For four more years, the restora- tured at the 1928 Hamilton Avia- luxury cabinetry), dovetail nicely tion continued one detail at a time, tion Fair in Ontario. “I looked up when it comes to aircraft restora- with Marlin contributing his time 9708 on the FAA Registry, and it tions at the airport he owns (Smo- and talent as frequently as possi- was on an Ag Cat in Louisiana. I ketown Airport, S37). ble. The team divided the project called the owner, and he didn’t re- The restoration commenced in into smaller ones, and each person call having an airplane with that 2006, with the fuselage being re- assumed responsibility for specific number, so I told him my story, paired at a professional shop in tasks. “A project of this size should www.vintageaircraft.org 39 TYSON RININGER not be your first project,” says Mar- Sitka spruce and mahogany air- assembly instructions, which state: lin, elaborating, “because you have craft plywood was used for the “The wings may be folded by two to determine whether you have the wing ribs, spars, leading edges, and men in less than two minutes with- ability to complete it. It’s an expen- wingtips, as well as various areas out disconnecting any controls, sive pursuit and a labor of love; at on the fuselage. All of these wood fuel lines or electric wires.” this level you have to really envi- parts and assemblies were fabri- Since Marlin’s 71 had long since sion the custodianship of history.” cated in Marlin’s cabinetry shop had its wing pins replaced with and received three coats of exterior bolts, he lacked all the necessary Airframe urethane varnish. wing and flap hardware. “I actually Numerous welding repairs and re- had a few drawings and a couple placements were done on the struc- Functional Features of pieces of original hardware,” re- tural metal components, including An ad in The Brooklyn Daily Ea- calls Marlin. “I also had a drawing the fuselage frame, empennage, aile- gle, May 1929, touts the Fairchild’s of original wing pins, but the speci- rons, flaps, and wing lift struts. The folding wings, which “allow great fied metal was no longer available, sheet metal work was done by hand. economy of hangar space. All ap- so I had to get a material substitu- “A little secret about metal working is pointments are standardized and tion approved.” this: If you think you’re only going to interchangeable, including pon- Another feature which Marlin make one piece of metal, you’ll never toons and skis. Leather upholstery, really likes is the 71’s oleo strut ever make nice, complex metal,” ex- limousine trim and other fittings landing gear. “It has a 4-inch plains Marlin. “You have to be pre- are stock appointments in the stroke, with 1 inch of compres- pared to make pieces as many times cabin, which is heavily soundproof. sion on a 3/4-inch steel spring as you need to develop the skill to get The six passenger seats are spring- and 4 inches of travel on the oleo,” it right. We used an English wheel, cushioned and the large horizontal he describes. “She’s a soft lander; hammers, and shot bags to shrink or windows open all the way.” you don’t really know when you’ve stretch the metal, and we did a lot of The folding wing feature may touched down, because it takes a annealing. Basically, we just worked sound complicated, but such is not few seconds for the oleo to com- metal like the old-timers did.” the case, according to Fairchild’s press down to the spring.” 40 MAY/JUNE 2015 SPARKY BARNES SARGENT PHOTOS SARGENT BARNES SPARKY Close-up view of the pilot’s Leather seat covers and Step right into the pilot’s seat! command center. a luxurious cabin.

Mods retractable landing lights. The Marlin says he located and used Since Marlin plans to fly the 71 fuel system was installed with “Model A Ford window regulators to Alaska with his wife, Jeanie, he fully restored original fuel tanks and latches, vintage broadcloth knew he wanted to include modi- (145 gallons total) and Andair fuel for the side panels, and wool for fications to make the cabin plane valve and gascolators. To enhance the headliner and carpet. I used safe and reliable, and as low main- the longevity of the fabric cover- Peruvian mahogany for the cabin tenance as possible. ing, he used the Stewart Systems molding and vintage leather seat The 450-hp Pratt & Whitney process and finished the 71 with covers. I also used sapele veneers R-985 AN-1 was overhauled by an original-style paint scheme. for panel inserts, and detailed Covington Aircraft Engines in He matched the original colors as them with gold trim, similar to a Oklahoma. “I put a 108-inch Ham- closely as possible, based upon pe- rail car of the era. I get more com- ilton Standard constant-speed riod research, using Arctic White pliments on the interior than I do 2D30 propeller on it,” says Marlin, and Maroon. on the airplane!” “and I added a large capacity Aero- The instrument panel is mod- Classics oil cooler which is ‘hidden’ Dedicated to Detail eled after the Fairchild brochure as under the cowl flap on top of the When deciding upon the inte- well. Marlin laminated an imbuya fuselage cowl. The exhaust system rior details for his 71, Marlin was burl veneer to an aluminum backer, was built by Acorn Welding up in inspired by the Fairchild 71’s 10- and then finished the veneer with a Edmonton, Canada.” page brochure that was printed for lustrous gloss urethane. The panel Wheels and tires were also on the 1928 Hamilton Aviation Fair. sports a blend of vintage and con- the modification list. “After long “The brochure was a great resource temporary instruments; with a discussions with Dick Fischer—the because it illustrated many details nod to modern technology, the only living reproduction producer that were not included in later pro- panel includes a Becker transceiver of Bendix 6-by-36-inch wheels— duction models,” explains Marlin, and encoding transponder and a it was determined that the land- “and I also thought that someone JPI fuel totalizer. ing weight of the F-71 needed the of that era would have been very Marlin endeavored to learn the BT-13 wheels with large tires,” says familiar with the appearance of a art of weaving wicker for the seven Marlin. “We installed them for ser- luxury rail car, so they would have seat frames, but ultimately de- viceability, as well as Cleveland hy- wanted their aircraft to have a sim- cided he’d best leave that task to a draulic master cylinders, which are ilar look.” friend of his who was a skilled bas- ‘hidden’ under the panel.” The original Fairchild interi- ket weaver and cheerfully willing Marlin also installed a Jasco 24- ors were fitted with luxury auto- to master wickerwork just to help volt charging system and Grimes mobile hardware and fabrics, so with the 71. www.vintageaircraft.org 41 Getting ready to fold the Fairchild’s wing. The helpers find the wing easy to handle. SPARKY BARNES SARGENT PHOTOS SARGENT BARNES SPARKY Horst glances back toward the wing tip, now folded The wing is completely folded back along neatly back above the empennage. the length of the fuselage. You won’t find any Lexan in Marlin’s 71—the look, as well as being nice to clean without worrying multiple flat windshield panels are made of safety about scratches.” glass, and the side windows of tempered glass. “The glass adds about 25 pounds, but weight isn’t an is- Ready, Get Set—Pause sue,” comments Marlin. “We believe the original By the fall of 2012, the Fairchild was nearly ready aircraft had real glass, and it gives a real quality for its first flight, but at that time, Marlin learned of health issues that would postpone the first flight for more than six months. He put the time to good use, wrapping up the paperwork end of the project. “NC9708 received its airworthiness certificate in April 2013,” says Marlin, “thanks to Mr. Gene Breiner, a designated airworthiness representative and a great friend of antique aviation. We also have a great FSDO here, which was very supportive of the project.”

Flying the Fairchild When all airplane and human systems were ready and approved for flight in May 2013, Marlin climbed in the 71’s luxurious cabin and took to the air for a The fuel line and wiring stay connected successfully uneventful first flight. He felt prepared when the wing is folded. for the flight; he’d logged 3,500 hours, including about 42 MAY/JUNE 2015 1,000 hours of tailwheel time, since nice climb rate. Of course, hot days base about 65 mph. Once he’s on he earned his private back in 1976 and heavy loads can require more final, he’s flying at 60 mph. “That (and added an instrument rating in of the reserve power. She handles works really good. If you carry a lit- 1982). Additionally, he says, “My her gross weight with energy to tle bit of power to fly right down flight time in my YMF-5 Classic spare. The flight controls are oper- to the runway and flare, you’ll Waco, an early short-coupled one, ated by pushrods and bell cranks, land almost immediately on three prepared me to fly the Fairchild and the 71 is a heavy airplane with points. There’s no float, so when 71. Plus, there are still four guys a big wing, so she doesn’t like to you flare, you’d better be ready to around who have 71 or FC-2W2 ex- turn. She likes to go straight; no land,” he explains, adding, “She’s perience, and I talked to every one aerobatics for her!” very crosswind stable, and I lock of them more than once. One guy NC9708 has an empty weight of the tail wheel before taking off and told me it flies like a heavy Super 3,600 pounds and a gross weight keep it locked until after I roll out Cub without flaps—and that’s ex- of 5,500 pounds. Marlin says, “The on the runway. Then I unlock it to actly how it flies.” forward CG limit occurs with me steer it.” Describing the 71’s flight perfor- (150 pounds), no additional bag- Overall, Marlin is very pleased mance, Marlin shares, “She’s got gage, and just 30 gallons of fuel with his 71. “She’s a sweet air- plenty of power; the R-985 pro- in the center tank. The rear CG plane and a pleasure to fly,” he says duces 450 hp at 2300 rpm and 38 limit occurs at 5,500 pounds with and smiles. “The control input is inches of manifold pressure. I dis- all six passenger seats filled—but heavy but balanced. She has a stall- covered that flying with 25 inches the passenger weight on the back ing speed about 45 to 48 mph, and of manifold pressure at 1750 rpm two seats has to be reduced to 100 she doesn’t mind turbulence. Vis- gives me a 110 to 115 mph cruise, pounds each. Basically, the 71 is a ibility is pretty good; in straight and my fuel burn is 18.5 to 19 gph. truck!” and level flight, the top of the en- Takeoff power at 2200 rpm with 30 Marlin lifts off the ground at gine is right on the horizon, so it’s inches is plenty adequate for a very 60 mph and flies the downwind to easy to trim for cruise. On final ap-

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www.vintageaircraft.org 43 TYSON RININGER

TYSON RININGER proach, I’m looking right between Tom was really helpful because he the cylinders.” had a 71 that was disassembled. I took dozens of pictures of it, and he Knowledgeable Resources had some extra parts and loaned me As of February 2015, NC9708 some that I used as patterns,” shares (S/N 37) is one of only four Fairchild Marlin, adding, “John Cournoyer 71s on the FAA Registry. Marlin had a flying 71 in Creve Coeur, Mis- was fortunate to have the opportu- souri, and he was very kind—he let nity to glean knowledge from those me spend hours crawling over his who have actually maintained and airplane and taking pictures. [That operated the faithful old 71s. “Jeanie and I flew to Lodi, Cali- Right: Fairchild 71 ad— fornia, and visited Tom and Kathy August 31, 1930, courtesy Dickson, who currently own N2K. Antique Airplane Association. 44 MAY/JUNE 2015 “It’s been a great joy to bring this wonderful part of aviation history back to life.” —Marlin Horst, owner/pilot/restorer 1929 Fairchild 71 General Specifications Manufactured under ATC No. 89 Length 33 feet Height 9 feet 4 inches Fairchild 71 and Berryloid ad, cour- Wingspan upper 50 feet 2 inches tesy Antique Airplane Association. Total wing area 332 square feet 71 is now owned by Gary Coonan of Weight empty 2,930 pounds Tennessee and received the 2014 Sil- Useful load 2,570 pounds ver Age Champion—Bronze Lindy.] Bob Cameron in Yellow Knife, Can- Gross weight 5,500 pounds ada, wrote a book that records the Fuel capacity 148 gallons history of vintage aviation in the Oil capacity 12 gallons Northwest Territories in Alaska, and he has an incredible wealth of Maximum speed 135 mph knowledge. Then there’s my friend, Cruise 10 mph Pat Horgan, who talked me into this Landing speed 57 mph project in the beginning. So those are the four key people who helped Wasp engine 420 hp me through this project.” Rate of climb 900 feet first minute All told, Marlin and his team de- Ceiling 15,300 feet voted more than 13,000 hours to the Fairchild 71 restoration. Marlin Cruising range 650 miles himself logged about 40 percent of (Derived from Juptner’s U.S. Civil Aircraft, Vol.1.) those hours. “I was very active in the restoration; we live on the Smoke- town Airport, so my hangar is just a couple hundred yards from the house,” says Marlin. “I’d have supper with Jeanie at the house—she was very supportive of the whole project—and then work on the Fairchild until 9 p.m. on weeknights. Then I’d work all day on Saturdays.” As for the future of his Grand Champion Fairchild, Marlin chuck- les and comments, “I will own it until somebody wants it worse than I do, and would be committed to maintaining and keeping it in flying form. It’s been a great joy to bring this wonderful part of aviation history back to life, and we’re looking forward to flying it to Alaska.”

www.vintageaircraft.org 45 Project of a Lifetime The resurrection and restoration of a Boeing Stearman by Damon Ring EAA 739083

Forward Military History What has drawn me to aviation my entire life is learn- World War II, the second Great War, needed pi- ing—learning about the machines, the art, and the peo- lots—pilots to push back the aggression of the Japa- ple who make flight happen. In that light, Stearman nese Empire across the vast Pacific. Boeing Model N5165N has been the project of a lifetime. As I learned B75N1, construction No. 75-7650, was conceived by about the technical aspects of a complete restoration of a the needs of the war and its demand for trained pilots. tube, wood, and fabric aircraft, the people and places this She was born 21 April 1943 through acceptance by the airplane touched slowly emerged from its past. An enor- U.S. Navy at the Boeing Aircraft Company in Wichita, mous amount of original documents incredibly turned Kansas. Assigned Navy bureau No. 38029, she was de- up, and the people, the ones who were there, told their livered three days later to NAS Dallas, Texas, where stories and shared their pictures. This was a grassroots she began her service as an instrument trainer prepar- restoration—no business, no hard sales. Basically just ing cadets for the war in the Pacific. me and Danny Rutten, a man who spent his entire life loving one airplane—the Stearman. This project would N5165N Military History not have happened without Danny’s knowledge, care, This role continued at NAS Norman, Oklahoma, after and dedication to the Stearmans. transferring there in May 1944, and more cadets became The following pages tell the incredibly well- proficient in her rear seat. Finally the war in the Pacific preserved story of Stearman N5165N. It is truly a ended in August 1945, and the following January 38029 grassroots story that has a happy ending—or really, a was transferred to NAS Glenview, Illinois, where she con- happy new beginning. Isn’t that what EAA is all about? tinued military flying in the Navy Reserves until September 46 MAY/JUNE 2015 1946 when the airplane was stricken from U.S. Navy records age where it sat, inactive, for two years. The wait after 2,725.5 hours of faithful service. Her last military ser- ended 8 May 1946 when the engine was installed vice was a ferry flight to Cimarron, Oklahoma, where she in plane 07424. Then on 31 May, with Lt. William would wait two years for the next chapter in her life. L. Hood at the controls, engine 26078 flew for the first time in two years on airplane 07424. The en- N5165N Military Facts gine served 07424 for another 37.5 hours includ- Manufacturer: Boeing Manufacturer’s model design: B75N1 ing the ferry flight to W.A.A. Sales and Storage in Customer’s model design: N2S-3 Cimarron, Oklahoma. At Cimarron, however, there Customer: U.S. Army funds transferred to U.S. Navy was a twist. Airplane 38029 had also been ferried to Manufacturer’s construction number: 75-760 Cimarron, and her engine had developed a problem. Customer serial number: Bureau No. 38029 And per fate, airframe problems on airplane 07424 Contract number: W535 AC-19041 led to a last minute engine swap of engine 26078 to Sales order number: 3250 airplane 38029 in Cimarron while the dispatched Quantity of airplanes on this order: 450 ferry pilot from Ohio and his girlfriend waited. And Cost of this airplane at delivery: $5,930 so the post-military life of 38029 begins. No G.F.E. (prop, engine, tires, wheels, instruments) Total cost including G.F.E.: $8,474

N5165N Military History Timeline N5165N Engine 26078 Military Facts Accepted by U.S. Navy 21 April 1943, Wichita, Kansas. Manufacturer: Continental Assigned Bureau No. 38029. Manufacturer’s model design: R670-11 Delivered 23 April 1943 NAS Dallas, Texas, as instrument trainer. Customer: U.S. Navy Transferred May 1944 to NAS Norman, Oklahoma. Manufacturer’s number: 26078 Transferred 23 January 1946 to NAS Glenview, Illinois. Customer serial number: Bureau No 26638 Assigned Squadron No. 202 at NAS Glenview. Ferried to Cimarron 24 July 1946. Stricken from U.S. Navy Records 30 September 1946.

Engine Military History Summary Accepted by U.S. Navy 13 January 1943 at Long Beach, California. Installed in Ship 64, bureau No. 29997, 5 March 1943 at NAS Los Alamitos, California. Transferred to NAS Ottumwa, Iowa, for overhaul 11 September 1943, total time 569.2 hours. Installed in Ship 129, bureau No. 38309, 27 Sep- tember 1943. Transferred to NAS Glenview, Illinois, 29 Novem- ber 1943. Removed from 38309 1 March 1944 and sent to overhaul, total time 1,167.3 hours. 13 March 1944: Preserved, awaiting engine run-in. N5165N Engine 26078 Military History 1 November 1944: Engine run-in test cell. At NAS Glenview, like all training bases, engines Installed in bureau No. 07424 8 May 1945. were a commodity and would go from airplane to Swapped to airplane 38029 at Cimarron. Total time airplane through the cycle of overhaul and availabil- in military: 1,246.3 hours. ity. During its wartime service, one engine, bureau No. 26638, manufacturer No. 26078, had previously served two other Boeing trainers and had been overhauled twice. The last overhaul was on 13 March 1944 after 1,167.3 hours of service. After pre-installation testing, the engine was put in stor- www.vintageaircraft.org 47 26078 was being removed from airplane 07424 and being installed on Brownie’s 38029. So 38029’s post- military history began with a delay that was only the beginning of the end for Clete’s girlfriend. By the time they reached Indianapolis, Clete’s girlfriend had had enough of “Stearmanship,” disembarked, and took the bus home. Nonetheless, Clete arrived at Barber Airport, where C.R. Bucher completed the certification work and Al Barber, proprietor, Taylorcraft test pilot, and CAA designee, completed the conversion to civilian registry. Navy bureau No. 38029 now officially started her new life as Stearman N5165N. The Barber field locals applied a light coat of paint over the military markings, and the insignia of the Civil Air Patrol replaced the fuselage squadron number 202. Brownie had only earned his pilot certificate in 1945, but had grown an affection for aircraft from the war and cherished N5165N. He shared this affection, spending most of his hours logged in N5165N giving rides locally including his wife, Esther, on 14 August 1948. The times of summer rides over the Northeast Ohio Lt. William L. Hood, farmland combined with few cross-country flights that the military pilot never left Ohio lasted for four years and a total of 111.0 who flew 38029. flight hours. But “poor braking power” had even bro- ken Brownie’s affection for flying her, and again 38029, Test pilot Lt. William L. Hood’s last known flight path. now N5165N, was pushed to the back of Al Barber’s main hangar for what would be a very, very, long time. Lt. William L. Hood served as the test pilot for 38029 and the engine at Glenview NAS in 1946. He was a Ma- Early Civilian History Summary rine ace from the Pacific theater where he flew Corsairs Transferred to W.A.A. Sales & Storage Center, Ci- against Japan. He downed three Japanese fighters on marron Field, Oklahoma City, Oklahoma, 19 Au- April 21, 1945, then two more seven days later. gust 1946. On August 4, 1946 (nine days after he ferried Aircraft 38029 purchased by O.K. Brown from Alli- 38029 to Cimarron), Lt. Hood ferried his personally ance, Ohio. purchased Stearman to his home in Benton Harbor, O.K. Brown paid $450 for the aircraft and engine. Michigan. Lt. Hood left Glenview NAS early in the Ferried by Clete Wilhiem from Cimarron Field to morning on August 4 and never arrived in Benton Barber Field (2D1), Alliance, Ohio. Harbor. Extensive searches over the planned flight Work for conversion to civilian certification com- path yielded no wreckage or survivor. It continues to pleted by C.R. Bucher with Al Barber as the CAA be one of the lost planes over Lake Michigan. designee 14 June 1949. Flown locally to Barber field through 1954 season Early Civilian History to a total time of 2,845.3 hours. On 4 October 1948, O.K. Brown, known only as Last annual in 1954; no other flights logged. “Brownie” around the grass runways at Barber Airport Parked in back corner of hangar at Barber field with in Alliance, Ohio, purchased 38029 for the sum of a total time of 2,850 hours. $450. Brownie enlisted Cletus Wilhiem, a local ex-Air Transport Command pilot to fetch the airplane from N5165N Second Civilian Life Oklahoma. Clete and his girlfriend arrived at Cimar- For 28 years N5165N languished in the back cor- ron early October 1948 ready to set off for Alliance. ner of the main hangar at Barber field. She was com- But the airplane wasn’t ready. Engine 27216, which plete and original as she served in the military and was on 38029, had developed a problem, and engine drove many men crazy with desire. For all those years 48 MAY/JUNE 2015 Brownie refused to sell her. But in the fall of 1981, N5156N Restoration Begins Brownie relinquished and agreed to sell her to Murray Murray worked on N5165N for another six years Cunningham, a local pilot from Minerva, Ohio, only a repairing the tail, landing gear, and torn fabric before few miles from Alliance. So a little over a week later, I found out about the very original Stearman in the Murray, with the help of friend Dave Boyce, pulled local area. I made Murray an offer and bought the air- N5165N out from the back of the old hangar to disas- plane with the idea of a six-month short-term project. semble and load her on a truck. So again, N5165N was disassembled and trucked to A group of airport bums, watching the process, the close by airport home of me and wife Debbie. came up with the idea to “start ’er up.” So immedi- Once home, I started cleaning and looking over the ately they are dumping gas in the tank and replacing Stearman. N5165N now sat in my hangar, complete as a missing primer O-ring. The inertial starter crank she sat in military service in 1943. However she was goes in, and an old guy is yelling at a couple of kids to showing age. I couldn’t stand it and quickly made the turn it faster, “make it sing.” Well it didn’t go the first decision that another “short-term project” was not to time, but on the second round the old Continental be. This airplane deserved a full restoration, down to coughed, barked, belched some smoke, and within every part, and damn the torpedoes, I was going to 10 seconds was running like 28 years was the day be- make it happen. fore yesterday. I quickly found out that with the increased de- Murray trucked N5165N home and started to tear mands of my work schedule, another large airplane the old military cotton fabric off. With a little rub- project was not feasible alone. Fortunately, through bing, the military markings could still be seen. And another Stearman purchase that fell through, I had as Murray worked he left everything as it was in the met a man who was passionate about Stearmans like military, only adding an electric starter because his no other. It was in his DNA as he was brought up by age said cranking was not in the cards. He labored on a father who flew Stearmans out of his private field her whenever he could. But even so it would be April dusting the shade tobacco around Havana, Florida. 1995, 14 years later, before “Brownie’s old Stearman” Danny Rutten still lived on this same field his father would fly again. Brownie would not live to see her fly had cleared and used to earn a living for his family. again but was always there in spirit through the next Danny and I made an agreement to completely restore 63.5 enjoyable hours Murray flew the airplane. But on the Stearman to original condition. So Danny and an- 10 August 2006, Murray succumbed to a landing ac- other good friend, John Chmura, drove a truck and cident all too common with Stearman pilots. Murray trailer up from Havana, Florida, and again N5165N was uninjured, but N5165N was flipped on her back was loaded up and off she went. and suffered damage to the landing gear and tail.

N5165N Second Civilian Life Summary N5165N languishes in back corner of hangar at Barber field for 28 years. Murray Cunningham purchases N5165N from O.K. Brown in fall of 1981. Locals pull N5165N from the hangar, start the engine, and it runs like 28 years was “the day before yesterday.” Murray spends 14 years re-covering the aircraft and bringing her back to airworthy condition. N5165N flies again April 1995. O.K. Brown passes before it flies again. Danny Rutten works on the fuselage cover. Murray flies aircraft locally for 63.5 hours. Murray has landing accident 10 August 2006. Air- Over the next 12 months Danny Rutten put his craft is flipped on its back. soul into N5165N. We talked nearly every night about Murray begins repairs on tail and landing gear. the state of every part and what was required to get Damon Ring purchases N5165N as project in Janu- it to absolutely “like new” condition. I made trips to ary 2012; total time is 2,913.5 hours. Florida to work with Danny for a few days at a time and brought whatever parts I had been working on to www.vintageaircraft.org 49 ing seen overhaul since 1944, was sent to Air Repair in Cleveland, Mississippi, where it was fully inspected and modified with roller bearings. The cylinders and all internal parts were found in near perfect condition, and the engine was painted and assembled. Photos could never give justice to the care and dedication required to completely restore N5165N to the pristine condition she is today. The photos on these pages are meant to capture just a bit of what went into this grassroots effort to bring her back.

N5165 First Flight After Restoration Amazingly, only a little more than a year since leav- Markings painted on the left side. ing Ohio, N5165N took to the sky again on 20 Septem- ber 2013 from Danny’s old crop duster field in Florida. And then on 27 September, N5165N returned to her adopted state of Ohio where she had spent 64 years of her 70-year life. Don Sirmons, a local Havana crop duster/flight instructor, flew N5165N with me back from Florida in one day, fighting fierce head- winds. But after 11 hours of flying we arrived at dusk, overflying the field waving to the Beach City Airport folks who had gathered to welcome N5165N home.

N5165N Restoration Timeline

February 2012: N5165N moved in parts from Mur- Left bottom wing covering. ray Cunningham’s field to Damon Ring’s house on Beach City Airport. May 2012: N5165N was loaded on a trailer for the trip to Havana, Florida, to begin complete restoration. Restoration was completed 20 September 2013 when Danny Rutten and Don Sirmons take the first flight. Damon Ring and Don Sirmons fly N5165N back home to Ohio in an 11-hour flight on 27 September 2013.

Restored instrument panel. help. Bill Crone, patriarch of the Beach City Airport community and Stearman owner, pitched in to coor- dinate getting all the parts to Florida. Our goal was to bring the entire airplane to as she sat in 1943 with as many of the original parts as possible. Amazingly corrosion had spared nearly everything metal on the airplane. However saving the wood was not to be, and most of it had to be replaced. Engine 26078, not hav- 50 MAY/JUNE 2015 N5165 Restoration: Back Home in Ohio Boeing B75N1, construction No. 75-7650, Navy No. 38029, Squadron 202, civilian registry N5165N, with engine 26078 up front, now flies regularly out of her hangar home at Beach City Airport. Beach City is a grassroots flying community with a 3,200-foot glass strip—a perfect place for N5165N and the other two Stearmans based at the airport to keep her company. N5165N is now in pristine condition and as original as possible to how she trained cadets for war in 1943. Sitting in the same wooden seat I look in the original Hindview mirror mounted high in the center wing section and think about the faces of the selfless cadets and in- structors who valiantly served our country and whose faces were re- flected in the same original glass. I think about Navy Ace William Hood and his flights in her seven www.vintageaircraft.org 51 Today Barber & N5165N. Painted wing. Right: Young Barber & N5165N. decades earlier. She is a survivor. She has held on to takes advantage of this fact her parts and miraculously remained intact. She now in choosing known military will be flown and cared for as she deserves for many elements from the time it years to come—a fitting new life for such a wonder- served in a combination ful airplane with a wonderful history. of markings and color that simply present and accen- N5165N Paint Scheme tuate the beautiful air- The exact paint scheme N5165N had in her years plane. Modern materials were chosen to provide prior to her overhaul at NAS Glenview is impossible safety from fire and further enhance the original to know. However the paint scheme chosen actually beauty of the airplane. 52 MAY/JUNE 2015 The Bond of a Taylorcraft A father and son’s blast from the past by Matthew Retka photos courtesy of the author laska, Montana, Penn- with a passion for old tube and fab- the time I was only a couple years sylvania, and numerous ric taildraggers. It’s probably not out of college and trying to figure A states and little airstrips too big a surprise that I developed out what to do with my life and in between are all places this Min- an interest in aviation at a young lived about four hours away, so I nesota boy got to see as a kid from age, getting such frequent doses of questioned the logistics of such a the right seat of Dad’s airplane. the fun and adventure from flying project. Still, I knew what my an- Not only did I get to tag along on around in little airplanes with my swer was going to be the moment these memorable flying trips with dad since before I can even recollect. he asked me. my father, but he also taught me I was a bit surprised, however, The 1946 T-craft we were buy- to fly in one of the airplanes he when in January of 2012, my dad ing needed re-covering, but every- rebuilt. I received my private cer- asked me if I wanted to be part- thing was all there. We suspected tificate not long after getting my ners with him on a Taylorcraft that that some components would driver’s license. hadn’t been flown in more than 20 likely need to be replaced, and we My dad is a builder and restorer, years and needed some work. At also had some ideas for a few modi- www.vintageaircraft.org 53 fications including adding rear moved to be inspected, cleaned, windows, a skylight, an elec- repaired, replaced, or refinished. I trical system, and a radio/ had very little idea of how to turn transponder. My dad, who is what was now a bunch of pieces in a middle school shop teacher labeled boxes on shelves and scat- as well as a certificated A&P, tered in his shop into a flying ma- had restored and re-covered chine again. I would be, more or a couple airplanes before, less, the “magician’s assistant” for including a Taylorcraft. He many aspects of the project. had a much better grasp on We started disassembling the what this project would en- wings and every rib was removed. tail and figured we could I brought back a bunch of the sheet probably have it done in metal parts to strip the old paint about one year. off. The next couple months were My dad drove to Wi- spent cleaning and inspecting vari- nona, Minnesota, to ous parts, and we found that three trailer the plane home. It’s of the four wooden wing spars had probably worth noting that cracks. We replaced them, along the T-craft we were buying was with both aileron spars. We bought then being stored in the loft new aircraft-quality Sitka spruce of a barn. So just getting the that had to be cut and drilled to plane down from its elevated match the originals exactly. hen house and on the trailer We dissembled and reassembled was a process in itself. the wings one at a time, so we always I soon found myself the had one to reference while putting owner of half an airplane. the other one back together. Every No more time for daydream- wing rib was removed and nailed ing about backcountry flying back on the new spars. Actually one trips up north; it was time to wing was dissembled twice, because get to work. The strip-down of we found a crack (just barely visible the airplane went quick. We with the naked 20/20 eye) in what nearly had the entire plane we had thought was a reusable spar. completely disassembled in We didn’t detect the crack until it a couple of weeks. My plan was all put back together. We in- was to bring parts back to stalled a new spar and trammeled my home in North Dakota to it up again. work on, and once a month After the wings were put back to- Picking up the T-craft from its I would come back to Min- gether, we sandblasted and primed high resting spot. nesota, work with my dad the fuselage and every steel part. for a weekend, and swap the After removing decades of paint projects I had previously and grime, we learned that some brought home for new ones. components weren’t in as good of This schedule was, for the shape as we had hoped and would most part, carried out for need to be replaced. Others we the duration of the project. welded or repaired. After stripping it all It was somewhere between re- down and taking stock of placing nearly all the wing spars everything we had, we de- and finding corrosion on some of cided this needed to be a the tail feathers and fuselage tubes true restoration project, in that we realized that this proj- Once home . . . it’s sorting which every single compo- ect was going to take longer than through all the parts. nent of the aircraft would be re- we had originally anticipated. Af- 54 MAY/JUNE 2015 ter nearly a year, we were ready to start with the fabric recovering. We would use Stewart Systems water-based process for this. Before we got going on the fabric work, we made all new control cables and replaced the ones that would be more difficult to do after the fabric was on. I brought all the tail surfaces and landing gear to North Dakota, and Dad got going on the wings. The Stewart Systems instructional DVD did a good job of ex- plaining the fabric-covering process. We ended up having some problems with the Martin clips (the clips that are designed to hold the fabric over the wing to the in- Matthew with his dad in the midst of the project. dividual wing ribs on most Taylor- crafts) and decided that they would I had previously read of some- my dad was putting a lot of time have to come out and would be re- one else’s account of their airplane into fabricating the new skylight placed by rib-stitch cord. I think I restoration project that “90 per- and rear windows. After a few more had to stop and replay the part of cent of restoring an airplane is just monthly trips back to Minnesota, the instructional DVD that went rubbing on it.” Between stripping the entire airplane was covered. over rib-stitching more than a cou- paint, cleaning greasy parts, sand- My dad upgraded some of his ple times until I figured it out, and ing, filing, and ironing, I would painting equipment, and we got even after no less than 400 modi- have to agree that there is defi- busy prepping for paint. After fied seine knots, if I were asked to nitely a fair amount of rubbing re- making a new bottom cowling, all do another now, I would probably quired in an airplane project. I was the sheet metal was Alumiprepped have to watch the DVD again. in no position to whine though, as and Alodined, and the final spray

www.vintageaircraft.org 55 coats of filler and get them ready for ski flying. were applied My dad was busy doing countless on the fabric. aspects of the project including After that, I installing a new generator on the can’t say that O-200 Continental, installing the I helped out windshield, wiring the new electri- at all on the cal system and radio, and making painting pro- sure the paperwork was in order for cess. That was all the modifications and repairs. better left for The original windshield had to be the professionals, aka Dad. He replaced. The first replacement we did an awesome job painting and ordered didn’t quite fit right and even let me pick out the scheme. ended up cracking after my dad had With the fuselage and wings just finished fitting it. At this point painted, it sure was nice to see I had already come to the realiza- what was now looking like an air- tion that my dad had been doing a plane again. But a lot of the air- lot more than his share of the work. plane was still in boxes and bags We were getting close to see- on shelves and scattered around ing N96532’s rebirth. The engine the hangar and shop. After tak- went on, controls hooked up, spark ing stock in some components plugs cleaned, magnetos timed, we knew we would have to or- and it was ready for contact. No der new, it was time to start starter on this airplane, that would putting it all back together. just be unnecessary weight and not The assembly process must true to form. It fired right up on be what makes someone do the first pull! such a project more than It seemed to idle nicely, and after once. You can start to see the a post-run inspection everything fruits of your labor. However, seemed to be okay. The compres- I quickly learned that nothing sion tested out great, and there goes back on as easy as it came wasn’t much left to do but finish up off. In our case, we typically some paperwork and get it the air. had to take off and put back on I had planned to come home a cou- every piece two or three times ple weeks later and be the copilot over to get it all fitting right for the first flight. However, some again. I got the feeling from ADs came up on the engine, and my dad that this is not uncom- some work was needed on the car- mon, but this was sometimes buretor that we didn’t know about, hard for me to swallow. all of which would need to be ad- Now nearly two years af- dressed before it could be approved ter buying the T-craft, there for its annual again, and its first wasn’t a whole lot left for me flight in over two decades. to transport back to North My dad ended up flying it on Dakota. Most of the compo- March 5, 2014, and I went home nents were back on the air- a week later to take it up for my- plane, or needed to be fitted self. It was a bit surreal to be fly- and worked on with the rest ing in a machine that was in parts of the airframe. The airplane and pieces scattered between two came with a pair of Federal states for over two years. It per- Taking each step at a time, slowly snow skis that were in pretty rough formed really nicely, and after a the emerging restored T-craft shape, so I brought those back to couple minor adjustments it was makes its appearance. rivet on new aluminum bottoms flying like dream. 56 MAY/JUNE 2015 Father and son happy as their project flies like a dream.

The amount of detail, knowledge, we flew it together for the first like this in my lifetime. I like to craftsmanship, and just plain old time: “A big project like this is just think that I learned a few things hard work that goes into working a bunch of smaller projects that that sure would be a waste not to on airplanes is nothing short of need to come together.” I proba- put to some use again. Either way, amazing to me now. I like to think bly won’t have another opportu- we had a blast restoring this piece that this project has strengthened nity to spend this much time with of the past. To top it off, we now some of these attributes in me. I my dad again, and I’m not sure I’ll have a heck of a nice airplane that also now understand why there are take on another airplane project we can both truly appreciate. more than one or two such partially completed airplane projects typically listed in the Barnstormers and Trade-A-Plane ads. A big thanks goes out to all those who helped on our project, especially the Greg- ory brothers, whose welding expertise, advice, and extra T-craft parts helped us out immensely. What an awesome father-and-son project it was. It was great getting to learn from and work with my dad. I think he enjoyed it, too. Aside from a few minor squabbles, which were usually the result of me trying to get by with using an original, only slightly tarnished AN bolt or some other piece of perfectly reusable hardware instead of finding a “new shiny one,” as my dad always in- sisted, we made a pretty good team. There were certainly ups and downs. There were times when we ended up needing to redo many hours of already completed work that didn’t put either one of us in a good mood. He put it best after www.vintageaircraft.org 57 The Vintage Mechanic

ROBERT G. LOCK

Evolution of aircraft instruments—Part 2

We have explored early aircraft instrumentation indicator. Figure 1 shows the famous Johnson air- that evolved from precision pieces such as watches speed indicator that mounted to an interplane strut and clocks. Now it is time to explore what I will call of a biplane. “specialty” instruments for aircraft use. At the top of It is difficult to pinpoint the first use of a pressure the list is the airspeed indicator. sensitive airspeed indicator, but it was most likely in Before pressure airspeed indicators were invented, the early 1920s. the only means for an aviator to determine how fast Certainly it was available as Pioneer, Consolidated, the ship was moving through the air was the John- Kollsman, U.S. Gauge, Aeromarine, and others mar- son airspeed indicator. The Johnson Airplane Sup- keted the product, but its exact invention date is elu- ply Company in Dayton, Ohio, marketed a simple sive. Pioneer Instrument Company offered a 4-inch device as shown diameter airspeed indicator that was widely used in in the left photo Waco, Travel Air, and many other new aircraft of the taken from the time. Figure 2 is an early Ogilvie airspeed indicator. 1929 Aircraft Yearbook. This device attached to an interplane strut of the biplane, and when flying, the wind blew a vane back against spring tension. Airspeed was read on the bottom of the scale. It was fairly ac- Figure 2 curate, but not as accurate as Both the airspeed and tachometer indicators were the soon-to-be- available in 4-inch diameter models. Operation of the developed pres- airspeed indicator is simple. The case is airtight, and Figure 1 sure airspeed there is an expandable diaphragm connected to the 58 MAY/JUNE 2015 needle by a series of rocker arms and gears. Ram air is ematician. Elected to the Royal Board of Sciences in Paris directed inside the expandable diaphragm via a pitot in 1794, he became interested in hydraulics, particularly tube mounted somewhere on or between the wings. the flow of water through canals and rivers. He devised Static air is directed inside the case by the static tube a method to measure the flow velocity of water by using mounted next to the pitot tube. NACA Report No. two tubes, one open at one end and vertically inserted 165 in the year 1923, authored by Mayo D. Hersey, into the water to measure static pressure, and the other detailed experiments using “Diaphragms for Aero- bent at 90 degrees and facing into the flow direction of nautic Instruments” and gave a detailed analysis of the water to measure total pressure. Pitot announced the “new” technology. his invention to the Academy on November 12, 1732. As ram (pitot) air increases the diaphragm expands Using Pitot’s invention, the first use of an airspeed indi- causing the needle to move around the scale giving indicator was in 1911 at the Royal Establishment at Farnbor- cated airspeed. Units were available for indicated speeds ough that employed a pitot tube on an airplane for the up to 350 mph. Pioneer recommended that 3/16-inch first time. This was to evolve into the primary source for outside diameter copper tubing is used to plumb the pi- flight speed measurement through the air. tot/static mast to the instrument. However, larger 1/4- Figure 5 is a schematic diagram of a simple air- inch diameter tube could be used. The pitot/static tube speed indicator. should be mounted where it would receive undisturbed air. Pioneer also recommends that a suitable location will usually be found on one of the forward mid-wing struts about one-third of the way down from the top wing. Figure 3 shows proper mounting.

Figure 5 Note the simplicity of the operation of this unit. If the pointer is ever discov- ered not resting on zero, be cautious that someone has blown into the pitot tube, Figure 3 permanently expanding the diaphragm and damaging Figure 4 is a schematic diagram of airspeed indi- the instrument, necessitat- cator plumbed to a pitot/static system. It is a very ing overhaul. simple system, but all connections must be airtight as Pressure and temperature any leakage will cause erroneous airspeed readings. gauges were an integral part of early instrumentation. Most pressure-indicating instruments were simple Bourdon tube type gauges. Bourdon tube gauges were used for oil and fuel pressure indication, later to be Figure 4 used for hydraulic system pressure and any other fluid Invention of the pitot tube is interesting. Named after where pressure was to be its inventor, Henri Pitot (1695-1771), who was born in monitored. The Bourdon Figure 6 Aramon, France, and became an astronomer and math- tube is a springy bronze, and www.vintageaircraft.org 59 increased pressure causes the flat tube to bend out- Figure 8 shows a Pioneer oil temperature gauge ward, thus transferring the movement to a needle to complete with dimensions. Capillary lines come in give an indication of pressure. Figure 6 is a sketch of specific lengths and cannot be shortened unless in an a Bourdon tube pressure instrument. instrument shop. Figure 7 is a schematic diagram of a Bourdon tube We are closing in on instruments required to form temperature-sensing unit. This type of instrument is a “primary panel.” That is, those instruments that commonly used to sense oil temperature on early air- must be available for powered flight. These instru- craft. Later it was used to sense outside air or carbu- ments include a compass, tachometer, oil pressure retor air temperature, along with any other types of and temperature gauges, and an altimeter. Which fluids that needed to be monitored. brings us to a discussion of the altimeter. Some of the earliest altimeters go back to the Curtiss Jenny days. These instruments were developed for the Signal Corps of the U.S. Army; therefore, they date to the World War I years. The altimeter shown in Figure 9 is not connected to any kind of static system. Rather, it has a small hole in the bottom of the case with the instructions, “DO NOT Figure 7 PLUG VENT ON UNDERSIDE OR BREAK GOV’T SEAL.” The sensing bulb was connected to a capillary tube Although there is no manufacture date on my al- that was connected to the Bourdon tube in the cock- timeter, it could be 1914-1919. From the early non- pit. The capillary system was filled with either a liq- sensitive altimeters the sensitive units were borne. uid or vapor. If the capillary line was cut, the vapor These early altimeters had just one needle and no set- or fluid immediately evaporated at ambient pressure ting could be set for local barometric pressure (field and the instrument had to be overhauled. In this type elevation). These one-needle gauges were commonly of instrument a small amount of volatile liquid in the used on early aircraft including the mass-produced bulb exerts a vapor pressure that varies with temper- Piper J-3 and Aeronca 7AC. Pictured below is a non- ature. An increase in temperature causes more force sensitive altimeter produced by U.S. Gauge Company. to be exerted to the Bourdon tube causing the tube to bend further giving a higher temperature reading. Calibration can be checked by submerging the sensing bulb in boiling water. If the gauge is graduated in degrees F, then 212 degrees should be indicated. If the gauge is graduated in degrees C, then 100 degrees should be indicated.

Figure 8 60 MAY/JUNE 2015 altimeter setting in the window at 30.15 inches of mer- cury. This type of altimeter was second in line in the aircraft’s static system behind the airspeed indicator. It took ambient atmospheric pressure from the static tube (or port) directly into an airtight case. Any leaks in the case would render the altitude readings erroneous.

Figure 9

The case on this type of simple altimeter was open Figure 11 in the back with a small orifice. This allowed ambient pressure to enter the case, although it was the Certainly the Signal Corps of the U.S. Army had a pressure from inside the cockpit or cabin of the ship. hand in developing advanced instrumentation (for There was a single, evacuated, metallic diaphragm the era) and advancing the technology of aircraft in- used to convert the pressure of the atmosphere into struments. When the approved type certificate was mechanical motion, giving an altitude reading on the initiated in March 1927 by the Department of Com- face of the instrument. This altimeter reads 3,800 merce, Aeronautics Branch, Aeronautics Bulletin 7A feet and would read altitude to a maximum of 20,000 dated January 1, 1929, prescribed the minimum in- feet. These units were not real accurate, and since strumentation for a powered aircraft granted an ATC. the local barometric pressure could not be set, they The basic instruments are: compass (for an air- were unreliable when flying cross-country. Figure 10 plane flying cross-country over 100 miles or a sea- shows a typical light aircraft non-sensitive altimeter plane operating over large bodies of water beyond the with only one needle. sight of land), a tachometer for each engine, oil pressure and temperature gauge, and if a water-cooled engine is installed, a water temperature gauge. Fur- ther, “An instrument indicating the approach of stall- ing speed shall be provided. This may consist of an airspeed indicator or an angle of attack indicator. In either case this instrument shall be accurate at low speed and provided with markings indicating clearly the range corresponding to unsafe conditions of flight.” That is all that was required in 1929. From humble beginnings the aircraft instrument industry grew, eventually producing some of the most sophisticated flight instruments imaginable. Particularly with the sensitive altimeter, airspeed in- Figure 10 dicator, rate of climb indicator, gyro horizon, direc- tional gyro, and others that led to safe instrument Figure 11 is a Kollsman 0- to 20,000-foot sensitive blind flight. The first blind flight was achieved Sep- altimeter. The knob at the 7 o’clock position adjusts tember 24, 1929, when U.S. Army Lt. James Doolit- the local barometric pressure (field elevation above sea tle, working with the Guggenheim Foundation, took level) and can be used for basic blind flying. Note the off from Mitchell Field, Long Island, New York, flew www.vintageaircraft.org 61 This team was assembled in early 1929 to research, design, test, and refine a series of unique blind flying navigational instruments and techniques. Among them: an artificial horizon, a direc- tional gyro, a more precise barometric altimeter, and a short-range visual landing beam system. These new instruments were added to the full complement of current instruments already in use and placed in the rear cockpit of the NY-2. Jimmy Doolittle’s epic test Figure 12 flights laid the groundwork for the sophisticated instrument techniques used today. Figure 14 shows Lt. a 15-mile course, and landed safely without ever see- Doolittle and the NY-2 instrument plane. ing the ground. Figure 12 shows the very instrument By the end of 1929, with its primary research mis- panel used by Lt. Doolittle. sion accomplished, the Lab was dissolved and its Just think of what Jimmy Doolittle had in work ably carried on by the Department of Commerce the instrument panel of that Consolidated NY-2 Aeronautics Branch, the Bureau of Air Standards, the Husky biplane. By 1929 aircraft instruments had Army, and a number of private companies. With the advanced to “blind flight” quality and reliability, end of the Guggenheim-sponsored Full Flight Labora- quite an achievement in a short period of time. tory other advances in blind flying had been achieved. The Guggenheim Foundation, established by Dan- Radio beacons would eventually be established as the iel Guggenheim, which funded the Full Flight Lab- government set forth aids to air navigation for cross- oratory for the Promotion of Aeronautics, made country flying. These radio aids were: radio range bea- this achievement possible. Secret experiments cons, range marker beacons, radiophone stations, and were conducted by the Full Flight Lab that was airway weather broadcasts. Perhaps this would be an staffed by brilliant people from both the military interesting subject for a future column. and industry. “Borrowed” from the Army Air Corps were Doolit- tle, Lt. Benjamin Kelsey (safety pilot) and Corp. Jack Dalton (chief mechanic). From M.I.T. came the Lab’s technical assistant, professor Bill Brown. Support came from the Bureau of Standards, the Army and Navy, U.S. Department of Commerce, Sperry Gyro- scope Company, Pioneer Instrument Company, Taylor Instrument Company, Kollsman Instrument Com- pany, Bell and Radio Frequency Laboratories, and the Radio Corporation of America. Figure 13 is a typical early blind panel. Figure 14 References Introduction to Flight, 1989 by John D. Anderson Introduction to General Aeronautics, 1966 by C.N. Van Deventer Fundamentals of Aircraft Flight and Engine Instru- ments, 1969 by Jack Anderson Airplane Maintenance, 1949 by Hubert G. Lesley Aviation Handbook, 1931 by Edward P. Warner and S. Paul Johnston Aero Digest, November 1929

Online Site Figure 13 www.Taircraft.com/parts/instruments/tb.html

62 MAY/JUNE 2015 New Ask the AME Straight Members continued from page 9 & Level mended, and patients may even continued from page 1 Name...... City, State, Country take a calcium supplement if de- Cynthia Boelk ...... Oakfield, WI Robert Cau...... Jakarta, Barat sired for osteoporosis prevention. nization with our routine expenses. Brian Congiardo...... Chester, IL Supplements should be limited to Join us by mailing your contribu- Charles Cotten...... Durham, NC 1,200 mg per day and should be tion to VAA FORB, P.O. Box 3086, Roy Cottrill...... Westerville, OH the calcium citrate form. Oshkosh, WI 54903-3086. Please be Ryan Couture ...... Dothan, AL Less common stones are com- a friend to the Red Barn this year, David Davenport...... Fayetteville, NC Sherburne Dunn ...... Olathe, KS posed of uric acid, which are pro- where not a single soul is a stranger! Michael Flagella ...... Oakland, CA duced as a byproduct of protein So, what is going on in the EAA Mark Galletly . . . .Glass House Mountains, QLD metabolism. These stones can be Vintage Aircraft Association today? Donivan Godsil...... Oneida, IL dissolved by modifying the acid- One thing is for certain; our new ex- David Grainger ...... Bradford, ON ity or alkalinity of the urine. These ecutive administrator has completely Rich Green...... Fulshear, TX immersed herself into the everyday Maribeth Green...... Fulshear, TX stones are much more soluble in Rachel Green...... Fulshear, TX alkaline urine and can be treated business of the VAA. Erin Brueggen Carl Green...... Fulshear, TX with potassium citrate. Allopu- is doing an excellent job for us all as Harry Greene...... Honolulu, HI rinol is also used to prevent the she consistently executes on a day- Glenn Grove...... Brighton, CO breakdown of protein into uric to-day basis getting us geared up for Brett Hahn...... Las Cruces, NM acid in difficult cases. Uric acid AirVenture. She will be with us for Dustin Harmon ...... Bainville, MT Adam Jones ...... Bonner’s Ferry, ID crystals that form in joint fluid her second board meeting coming Charles Jones ...... Benton, AR cause the inflammation commonly up in late April, and believe me, she Nicholas Kanakis...... APO, AA known as gout. Other types of is a pleasure to work with. As I men- Luke Lachendro...... Beaver Dam, WI stones such as cysteine and infec- tioned in our last Vintage Airplane Ed Livingston ...... Crestview, FL tion stones (struvite) are much magazine, we are very busy with the James Maloney...... Bloomington, MN detail work of executing on a number Ryan McFeaters...... Oxford, CT less common, but they do have Carol McFeaters...... Oxford, CT specific treatments. of capital improvement projects in Chris McGinness...... La Canada, CA In summary, if there are no the Vintage area that are certain to Robert McHugh...... Tulsa, OK retained stones and documenta- catch your eye at AirVenture 2015. Brian McKinley ...... Curran, ON tion is available, then the AME I am certain that you will find Jason Patrum ...... Neosho, MO can issue the medical. If there these improvements to be valuable Robert Paulovich...... Bryant, AR Robert Penny ...... Versailles, MO are stones still present and they amenities to your AirVenture expe- David Pevey ...... McDonough, GA are likely to move, then an FAA rience! You can also anticipate some Rai Saxena Prayaag . . . .Hyderabad, Telangana decision is needed. Many, if excellent improvements and service Jeffrey Puckett...... Rector, AR not all, of these stones can be upgrades in the Tall Pines Café, the Lawrence Reed ...... San Jose, CA treated with shockwave litho- Vintage merchandise efforts, and David Roehm ...... Leesburg, OH tripsy (breakup of stones with the AeroMart area. All of which are David Rossi...... Hephzibah, GA Arthur Schwedler...... Stroudsburg, PA shock waves) or laser litho- sure to be valuable changes. Thomas Snow...... Signal Mountain, TN tripsy. Once treated and no Again, as always your thoughts William Sponsler...... Saint Charles, IL stones are seen on imaging of and comments regarding the maga- Ronald Thevenot...... Oro Valley, AZ the kidneys, the AME can issue. zine as well as the business of the Scott Thomason...... Napa, CA If a retained stone is still pres- VAA is very much welcome! Ed Voth ...... Steinbach, MB Jeffrey Watt...... Edmonton, AB ent and not amenable to treat- As always, please do us all the Daniel West ...... Tellico Plains, TN ment, it is imperative that the favor of inviting a friend to join the David Whysol ...... Sullivan, WI pilot obtain a letter from the VAA, and help keep us the strong Mitchell Zess...... Austin, TX treating urologist that the stone association we have all enjoyed for is stable in size and location and so many years. is unlikely to move and cause sudden incapacitation. TM

www.vintageaircraft.org 63 What Our VAA Members Are Directory Restoring Are you nearing completion of OFFICERS a restoration? Or is it done and President Secretary Geoff Robison Steve Nesse you’re busy flying and showing 1521 E. MacGregor Dr. 2009 Highland Ave. New Haven, IN 46774 Albert Lea, MN 56007 it off? If so, we’d like to hear from you. Send us a 4-by-6-inch print from 260-493-4724 507-373-1674 [email protected] [email protected] a commercial source or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or Vice-President Treasurer Dave Clark Jerry Brown 635 Vestal Lane 4605 Hickory Wood Row if you’re on a high-speed Internet connection, you can e-mail them along with a Plainfield, IN 46168 Greenwood, IN 46143 317-839-4500 317-422-9366 text-only or Word document describing your airplane. (If your e-mail program asks [email protected] [email protected] if you’d like to make the photos smaller, say no.) For more information, you can also e-mail [email protected]. DIRECTORS Ron Alexander Joe Norris 118 Huff Daland Circle 264 Old OR Rd. Griffin, GA 30223-6827 Oshkosh, WI 54902 [email protected] [email protected] Vintage Trader 920-688-2977 George Daubner Tim Popp Something to buy, sell, or trade? N57W34837 Pondview Ln 60568 Springhaven Ct. Oconomowoc, WI 53066 Lawton, MI 49065 Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. 262-560-1949 269-624-5036 Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and [email protected] [email protected] white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates Robert D. “Bob” Lumley Susan Dusenbury cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word 1265 South 124th St. 1374 Brook Cove Road ads may be sent via fax (920-426-4828) or e-mail ([email protected]) using credit card payment (all cards Brookfield, WI 53005 Walnut Cove, NC 27052 262-782-2633 336-591-3931 accepted). Include name on card, complete address, type of card, card number, and expiration date. Make [email protected] [email protected] checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086. AIRCRAFT Beechcraft D-18S Expeditor, 1953 completely restored, Royal Canadian Air Force Navigational ADVISORS Trainer, Two Interiors, Passenger & Navigation Training, 478 hrs since restoration, Oshkosh John Hofmann Ray L. Johnson Award Winner. 403-291-9027, [email protected] 548 W James St 347 South 500 East Columbus, WI 53925 Marion, IN 46953 WANTED [email protected] [email protected] Donate your Airplane to Samaritan Aviation, a charity that provides missions and medical Earl Nicholas services to remote areas of the world. www.samaritanaviation.com 970-249-4341 219 Woodland Rd Libertyville, IL 60048 [email protected]

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