A Radial-Powered Beauty— Fred Lundeen’s

EAA AirVenture’s 2006 Antique Reserve Grand Champion Firstby Sparky BarnesAirplane Sargent

This was the first entry in Fred Lundeen’s aircraft restoration journal for his 1944 Howard DGA-15P. Sometimes, the first step of restoration may seem in- significant, but the act it- self signifies the beginning of an exciting—and often- times challenging—project. That’s especially true when it also happens to be your first airplane. Then, according to Lundeen, 1962 for West Coast Air- bought the airline Rumbling Radials lines in , . Six years in 1971. It assumed a new name, Lundeen was 69 years old when later, entered into Hughes Airwest, and adopted new he made that journal entry; now, at a three-way merger with Pacific Air- flying colors—yellow and blue. Re- 74, he and his wife, Suzie, are happy lines in and Bonanza public Airlines purchased Hughes to share the saga of their completed Airlines in Phoenix to form Air West. Airwest in 1980, after Hughes passed restoration. His selection of a radial- powered aircraft to call his own per- haps had its genesis nearly 50 years ago, when he fell in love with radial engines. That was when Lundeen started his aviation career as a bush pilot for Wien . He also worked for another bush operation in Fairbanks during that time—In- terior Airways—flying Curtiss C-46s for both companies all over Alaska, much of it under military contract. The C-46, with its powerful Pratt & Whitney R-2800 engines, was one of his “all-time favorite airplanes.” After three years of flying behind

those rumbling radials in Alaska, he FRED LUNDEEN COURTESY began flying the smaller DC-3s in Lundeen begins the cleanup process after the hangar fire. 8 FEBRUARY 2007 SPARKY BARNES SARGENT Lundeen requested the “727” in the registration number as a personal tribute to his flying career with the airlines. away, and seven years later, North- years with these airlines as he moved beauty and reputation,” he reflects, west bought the airline. Lundeen’s from DC-3s to Boeing 727s. Reflect- “so Suzie and I spent the best part of flying career evolved throughout the ing upon those days in a gentle tone, two years looking for a flying How- he says he “never changed jobs in all ard and eventually realized that there those years, but I changed company wasn’t one flying, and available, that uniforms five times.” I’d want to own.” The primary solu- As a tribute to his fulfilling ca- tion to that dilemma, proffered by reer, Lundeen requested a special the same friend, was to buy a proj- registration number for the Howard— ect and restore it—that way, Lundeen NC727ST (“727” for the airliner and could not only be sure of its airwor- “sierra tango” in honor of his wife, thiness, but also incorporate specific Suzie, whose nickname is “Teeny”). features that he wanted. But at first, And the Howard’s yellow and blue the idea just didn’t seem viable. After color scheme harkens back to his fly- all, he had never tackled an aircraft ing days with Hughes Airwest. restoration, and it would also mean initially logging more hours working Buy a Project? than flying. The Lundeens’ decision to buy Yet, after some consideration, he a Howard DGA was based partially warmed to the challenging idea, and upon the sound advice of a friend, Suzie, who was interested in avia- Ron Peck, coupled with Fred Lun- tion and had taken some flying les- deen’s own preferences for a relatively sons, staunchly supported him. They

SPARKY BARNES SARGENT SPARKY economical fixed-gear, radial-engined looked at several projects and finally Suzie and Fred Lundeen stand under the airplane. “I’ve always had a certain bought one from Les Sargent in Okla- shelter of their mighty Howard’s wing. love for Howards because of their homa City, Oklahoma. When the VINTAGE AIRPLANE 9 PHOTOS COURTESY FRED LUNDEEN PHOTOS COURTESY Close-up view of the firewall accessories. John Miller prepares to cowl the engine.

Lundeens acquired it, Sargent had the name of Ron Wright invited Lun- actually working on the project.” already had the wings restored by deen to use a corner of his large, com- Lundeen shared various facets of Jack Swartz of Grove, Oklahoma, but mercial hangar in Olympia. Lundeen the project with her, piquing her in- there was still considerable work to gladly accepted the gracious offer and terest and keeping her abreast of his be done, along with miscellaneous personally commenced work on the progress on even the smallest details. parts that had to be procured. Nev- Howard fuselage in the luxury of a “He would come home and show me ertheless, the Lundeens were ecstatic heated hangar. old grungy parts,” recalls Suzie with a as they drove the large rental truck, A married couple’s teamwork can smile, “and then proudly show them packed with pieces and parts, to their facilitate the workflow of such a proj- to me again when they were bead home in Olympia, Washington, in ect, even if one person doesn’t have blasted and looking clean as new.” late October 2001. hands-on involvement. “When we And she became even more familiar “We were just so excited; we were decided to do it, I was totally behind with the depth and breadth of the on top of the world,” shares Suzie, him,” shares Suzie, elaborating that project while faithfully typing all of with a childlike enthusiasm echoed by “my time was spent fixing meals, and his daily work-log notes. her husband. Laughing, he explains, all of a sudden I found myself doing “We didn’t even know where we were yardwork I hadn’t done before! He’d Powerplant and Airframe going to put it together—but it didn’t come in pretty exhausted at night, so While Lundeen was present matter, because we owned a Howard!” my part was providing emotional sup- through every hour of the 7,000 proj- As it turned out, a kind gentleman by port and encouragement, rather than ect hours spanning four and a half 10 FEBRUARY 2007 SPARKY BARNES SARGENT PHOTOS COURTESY FRED LUNDEEN PHOTOS COURTESY Dick Smith mounts the oil tank. The new left-side skin, held in place by Cleco fasteners. years, he explains that “not every hour is The instrument panel, which had been mine, because of the wonderful mechan- cut full of holes and was pockmarked ics that came into my life with a lot of with numerous dents, was itself in dire knowledge and interest in the project— need of a makeover. “We took that panel we didn’t really seek them. And thank to Alyn Swedberg of Centralia, Washing- God for them and their expertise, be- ton, who’s a magician with metal,” de- cause without them, we wouldn’t be fly- clares Lundeen, adding, “he straightened ing today.” it out, and even did some welding on When it came time for the sheet metal it, which is difficult on thin-wall alumi- work and wiring, airframe and power- num. He also reworked all of the fairings plant (A&P) mechanic John Miller of and the engine cowling, making them as Tumwater, Washington, stepped into good as new.” the project. He expertly formed all of NC727ST’s 450-hp Pratt & Whitney the sheet metal, firewall aft, making the was overhauled by Ken Miller of Younkin fuselage look brand new again with its smooth sides and deep window frames. The new main landing gear strut fairing is Miller did all of the extensive electrical created with the landing gear mounted on work and also restored the wheelpants to a temporary stand, allowing for more com-

like-new condition. fortable working conditions. FRED LUNDEEN COURTESY VINTAGE AIRPLANE 11 PHOTOS COURTESY FRED LUNDEEN PHOTOS COURTESY The old, original instrument panel. After cleaning, straightening, and a bit of welding on thin aluminum, the panel and its distinctive control yoke pedes- tals start to come together. COURTESY FRED LUNDEEN COURTESY SPARKY BARNES SARGENT SPARKY The panel after fabrication, ready for the installation of the The front office of the Howard, including modern avionics instruments and wiring. for navigating in today’s complex airspace.

Aviation in West Fork, Arkansas, and able talents came into play when the the Howard fuselage and tail group Lundeen comments that he is “happy Lundeens were ready for the uphol- was damaged by acid smoke when beyond measure with Ken’s work- stery and cabin interior. “Jan Stroh the hangar caught fire and smoldered manship.” When it finally came time of Seattle was one of the real delights one long winter night. Lundeen was to install it, Lundeen knew he needed during the restoration,” smiles Suzie. disheartened when he discovered help to complete the accessory work Stroh designed and sewed the combi- that all of the DGA’s exposed metal and plumbing. It wasn’t long before nation leather and fabric interior and was covered with rust or corrosion Dick Smith (also of Olympia) walked embossed the Howard logo on the from the smoke, but it wasn’t long into the hangar where Lundeen was baggage compartment and rear seat. before Tim Weston of Yelm, Wash- working. Smith, an A&P mechanic “She specializes in antique airplanes,” ington, was on the scene and offering with an inspection authorization explains Fred, “and for a short time, his help. Together, they completely and an experienced pilot with mul- she did work for the late Clayton disassembled the aircraft, and then tiple ratings, was ready to help. “He’s Scott, who at one time owned all five Weston generously made room in been working on round engines for of the Howard type certificates.” one of his hangars for Lundeen’s 40 years, and I believe that he is so And there were several others who project, where the fastidious clean- familiar with the R-985 that he could helped as well, including the project’s up process continued for three and a work on one blindfolded,” says Lun- previous owner. “Les said he would half months until the restoration was deen, adding, “he obviously appeared provide some of the missing parts, or back on track at this new location. out of nowhere, simply because we help us find parts for it, and he has Perhaps one of the other most needed him. And in the fall of 2004, done that throughout the project,” ex- challenging aspects of the restoration Smith also invited me to bring the plains Lundeen, elaborating, “he also involved the wings. Lundeen says wings, tail group, and control sur- identified certain pieces and how they that some work was required to allow faces out to his shop, and we spent fit together and gave us all the related the wings to precisely mate with the the winter using the Poly-Fiber pro- paperwork he had accumulated.” fuselage, and he also had to “create cess to cover and paint everything a new hole for one of the tie-down through undercoat.” Howard Hurdles rings due to incorrect placement of Yet another individual with remark- A year and a half into the project, nut plates on the inside of the wing. 12 FEBRUARY 2007 140 and move him up from there.” Nuggets of Knowledge With a knowing smile born of re- cent hands-on experience and newly acquired knowledge, Lundeen con- fesses that “when I started this proj- ect, I really didn’t know that I didn’t have the ability to do it.” Perhaps par- tially because of that realization, both he and Suzie are quick to affirm that the entire project was “worth it, with- out question. The rewards have been enormous, ever since we showed it for the first time at the warbird fly-in at Olympia—we’ve been overwhelmed with compliments.” But there have been other rewards as well—those that have come from struggle, perseverance, and the kind- ness of others. Lundeen emphasizes that “no matter what problem you may run into, the answer is there—if you just exercise patience and per- SPARKY BARNES SARGENT SPARKY This Howard carries 151 gallons of fuel and burns around 24 gph while cruising sistence. A problem can seem so in- at 170 mph true airspeed. Lundeen has been crazy about radials since he first tense, but we found that when you began flying as a bush pilot. stick with it, do your due diligence, make phone calls, and search the The retractable landing lights also re- Whelen strobe lights. Especially note- Web, then without exception, the an- quired a great deal of time to make worthy are two other features, which swer always came for us.” And in that them work correctly—things like that involve the DGA’s flight controls. way the Howard project taught them really slowed me down.” Lundeen installed servo-actuated rud- patience and resourcefulness and, der trim, which this Howard didn’t they say, even changed their lives by Modifications originally have. “It can be difficult to enabling them to meet people whose These days, it isn’t uncommon to obtain FAA approval for the modifi- kindnesses they otherwise would find modifications to antique aircraft cation of control surfaces,” reflects never have known. that have been made with safety in Lundeen, “but fortunately there were mind. To that end, you’ll find mod- other Howard owners who had done Taking Flight ern avionics and instrumentation in this before me, so I was able to use The 62-year-old Howard DGA- NC727ST’s instrument panel, includ- their Form 337 as a basis for approval. 15P’s bright yellow wings were just ing a Garmin GNS 430 GPS/comm/ That was a great help, but I still had as brilliant as sunshine in the cool, nav with glideslope, a GTX320A tran- to rewrite the form three times before clear air over the airport in Olympia, sponder, an ICOM ICA200 trans- receiving approval!” Washington, on February 24, 2006, ceiver, and a JPI FS450 electronic fuel The second feature is a rare one for and the sight of them warmed Suzie’s computer. Additionally, Lundeen had Howard DGAs—although others may heart beyond words. It was NC727ST’s a Jasco 50 amp alternator and Airwolf wish they had it. “I installed a brake initial test flight, and Lundeen’s son, oil filter kit and air/oil separator in- system on the right-hand side, pri- Chris, was also among the expectant stalled on the R-985. marily so I could teach my son to fly crowd that had gathered to witness Miscellaneous modifications for pi- it,” smiles Lundeen, gently elaborat- the flight. They watched intently as lot and passenger convenience include ing with a father’s pride, “there won’t NC727ST took to the sky with Dick a glove box in the panel, cup holders be many people, if any, that I’m go- Smith in the left seat and Lundeen— for those long flights, BAS inertial-reel ing to check out in our Howard, but who felt a mixture of excitement and shoulder harnesses and armrests for he’ll be one. He was the youngest apprehension since it was also the the front seats, and the installation of Lear captain in the world at one time Howard’s first flight in 54 years—in an external power receptacle. and is now flying for . the right seat. Airframe enhancements include He doesn’t have any tailwheel time, Lundeen wanted Smith, who had Cleveland wheels and brakes and though, so I’ll start him in a Cessna experience test flying, to be at the con- VINTAGE AIRPLANE 13 Note the hand-sewn leather protectors Suzie Lundeen’s special touch—a The brown leather cabin walls— that wrap around the rear strut, neatly string of knotted pearls, a pair of complete with a rosebud vase— protecting the paint and providing a gloves, and long-stemmed roses—con- blend nicely with the neatly painted resting place for the Howard’s cabin jures the romance of the era when this window frames. door. The large polished chromed steel Howard was manufactured. Also note Foundation gatherings in Hayward, step is standard equipment on all of the embossed Howard logos on the Wisconsin, and Yellowstone, Wyo- Benny Howard’s massive high-wing seat back and baggage compartment. ming, logging 72 hours on NC727ST cabin airplane designs. by October 2006. leak in oil cooler; 8) also discovered “Once in a while, flying along,” small leak in air/oil separator.” says Lundeen, blue eyes sparkling as Nearly four months after that ini- he laughs softly, “I’ll look over at Suzie, tial flight, those squawks were re- and say, ‘I just love this airplane!’ It’s solved, and NC727ST was ready to very reminiscent of my heavy taildrag- fly well beyond its home base. Fully ger days, because it demands a lot of fueled, it carries 151 gallons, and its attention to trim and power. As I gain 450-hp Pratt & Whitney burns about time in this airplane, I progressively 24 gph while cruising at 170 mph recognize that I need to give it what it true airspeed. The Lundeens lost no needs before it actually needs it.” Even the baggage compartment has time allowing the Howard to stretch If you ever have the opportunity been neatly carpeted and its door its wings and have already been on to meet Lundeen at a fly-in, you’ll upholstered. several interesting long flights, hap- notice that he can’t help but sport a pily watching the terrain change rather spontaneous smile when he’s trols so he could easily detect any de- from mountains to plains below talking about the Howard. After all, tails that might need to be addressed. their wings. Together, they have he simply delights in flying his first Lundeen carried a notebook along, flown to fly-ins including the North- airplane—an experience no doubt jotting down noteworthy observa- west EAA Regional Fly-in at Arling- made sweeter by Suzie’s enthusiastic tions. His work log reflects that the ton, Washington, EAA AirVenture, support and his own intensive labor air work during the 40-minute flight and the Howard Aircraft throughout the restoration. included “slow flight, steep turns and stalls in various configurations. En- gine temps and pressures were nor- mal throughout test flight with these few exceptions: 1) left wing needs wash adjustment; 2) oil temp erratic; 3) suction indicates low; 4) fuel psi high; 5) air noise around roll up win- dows, and interior side panels full of air; 6) flap motor failed on last land- ing; 7) after landing, discovered oil 14 FEBRUARY 2007