VOL. 32, No. 7 JULY 2004

2 VAA NEWS

6 MYSTERY PLANE

8 MY FLIGHT IN AN AEROPLANE LUCERNE, AUGUST 9, 1912 Walter C. Hill, Sr

10 95TH ANNIVERSARY OF THE CHANNEL CROSSING SPECIAL CABLE TO THE WASHINGTON POST 1 1 11 CARLSON 'S THULIN-BUILT BLERIOT A GRANDFATHER'S INSPIRATION H.G. Frautschy

15 FLIGHT STORY - CONTINUED A GRANDFATHER'S INSPIRATION Tom Matowitz

19 A BRIEF HISTORY OF STEARMAN AIRCRAFT COMPANY Alan Lopez

25 THE VINTAGE INSTRUCTOR INVULNERABILITY/Doug Stewart

26 CALENDAR

27 PASS IT TO BUCK A STICKING VALVE/Buck Hilbert

28 NEW MEMBERS

29 CLASSIFIED ADS Front Cover: Re storer/ pilot Mikael Carlson of Sweden flies past in his Thulin Type A/ BIEniot Xi. The license-built Bleriot is powered by a 50 hp Gnome Omega rotary engine. Recovered from a barn in Sweden in Publisher TOM POBEREZNY Editor-in-Chief scon SPANGLER 1986, the pioneer era airplane reminds us of the 95th Anniversary of Executive Editor MIKE DIFRISCO Bleriot's flight across the English Channel on July 25, 1909. VAA/ EAA News Editor RIC REYNOLDS Photography Staff JIM KOEPNICK photo by H.G. Frautschy. Production Manager JULIE RUSSO Advertising Sales LOY HICKMAN 913·268-6646 Back Cover: "Fabric" is the title of the Best in Show ribbon winner during Advertising/ Editorial Assistant ISABELLE WISKE the 2004 Sport Aviation Art Competition. "Fabric" was composed using Copy Editing COLLEEN WALSH KATHLEEN WITMAN graphite pencils on cold-pressed illustration board . It was based on a VINTAGE AIRPLANE photograph of an Aeronca Champ taken by the artist, G.D. Provenza, in Executive Director, Editor HENRY G. FRAUTSCHY VAA Administrative Assistant THERESA BOOKS 1959, while hanging around a county airport and dreaming of being a Contributing Editors BUDD DAVISSON pilot. You can read G.D. at PO Box 271362, Fort Collins, CO 80527, or DOUG STEWART JOHN MILLER e-mail [email protected]. ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE ASSOCIATION

EAA AirVenture Opportunities

You will be reading this just be­ your aircraft and personal prop­ wish to ride around the VAA area fore you take off to Oshkosh, if erty. Volunteers also judge your to get an overview of the wide va­ you are going, to EAA AirVenture aircraft and others. More than SO riety of aircraft on display. 2004. This year of course will be You can buy a ticket to the VAA special for me as it will be the last picnic, which will be held at the convention while I am still presi­ Nature Center on Wednesday dent. My term will expire after we I would like night. It's always a great time. have the election ratified at our Just south of the Red Barn we annual membership meeting, have a metal-shaping tent, where which will be held Monday, Au­ to thank all of there will be a number of skills gust 2, at 9:30 a.m. We will hold demonstrated. One more tent to the meeting in the Type Club tent. the south, we have located the If you are interested in attend­ you that were Type Club Headquarters, a center ing, we ask that you verify the of knowledge. We invite various meeting time/place at the informa­ type clubs to set up an informa­ tion booth located in the Red Barn. able to send tion table so you can chat about Speaking of the Red Barn, I your favorite airplane. would like to thank all of you that your support There are plenty of different ac­ were able to send your support to tivities, and your best bet is to the Friends of the Red Barn fund. check in with the information These funds are used directly to to the Friends of counter located in the Red Barn. If support and help improve your it seems like we do a lot during the Vintage area of the convention week, you're right, but we couldn't grounds. the Red Barn do it without your help. How can The VAA maintenance crew, you contribute? Why not stop by headed up by your VAA Director our volunteer center, located just Bob Brauer, has spent a number of at the entrance to the VAA area, weekends in advance of the con­ percent of our volunteer forces are and ask where help is needed. vention working on our facilities used to cover these activities. Anna Osborn and her crew will be in Oshkosh. They will be working What is there to do in the vast glad to pOint you in the right di­ hard just a few days before the VAA area during EAA AirVenture rection. show to get everything up and Oshkosh? You can start out by If you cannot make EAA AirVen­ running. Then they step back and joining some of your fellow mem­ ture this year, start planning for wait for something to break, and bers at the Tall Pines Cafe for next year. they fix it! breakfast in the morning. After Let's all pull in the same direc­ So many activities take place that, hop on a northbound tram tion for the good of aviation. during the week that it is hard to and come to the VAA Red Barn and Remember, we are better together. talk about each one. Literally hun­ see what other activities might be Join us and have it all! dreds of VAA volunteers contribute going on that day. Visit the VAA their time as they participate in store and see what you might not the annual EAA convention. Some be able to live without. Outside of these include parking your air­ the Red Barn, the VAA has a tour craft and seeing to the security of tram that is free for those who

VINTAGE AIRPLANE 5

Printed EAA AirVenture to the northeast of the Red Barn. Call jeannie Hill (815-943-7205), NOTAMs Available The volunteers who operate the and she will reserve seating so your The printed notice to airmen booth will be happy to tell you type club can sit together. (NOTAM) for EAA AirVenture when your help is needed each day. Oshkosh 2004 is now available It doesn't matter if it's just for a few Shawano Fly-Out from EAA Membership Services at hours or for a few days, we'd love to The annual fly-out to Shawano 800-jOIN EAA (800-564-6322). The have your helping hands! is Saturday, july 31. The sign-up NOTAM describes arrival and de­ sheet will be at the desk at the VAA parture flight procedures in effect Are You a Friend of the Red Barn, and the briefing will be from july 24 through August 3, in­ VAA Red Barn? at 7 a.m. the morning of the fly­ cluding procedures for the many If so, be sure to check in at the out. This year the meal will be types of aircraft that fly to Oshkosh information desk at the VAA Red provided at the Shawano airport, for the event, as well as aircraft that Barn. There, we'll issue you a spe­ so we won't need to leave the air­ land at nearby airports. NOTAM cial name badge. We can also point field. We're hoping to have a good booklets are also available online out the location for the Ford Tri­ turnout this year to make up for through www.airventure.OIg. Motor rides. If you have any the weather cancellation last year. questions, feel free to ask for The community of Shawano is a Breakfast and a Briefing Theresa Books, the VAA adminis­ big supporter of VAA and puts The VAA Tall Pines Cafe will be in trative assistant. If you need to forth a lot of effort to sponsor this operation again this year with an reach her in advance of your ar­ event. It does a great job, and we expanded schedule prior to conven­ rival, you can call her at EAA hope you'll help us thank Shawano tion, and fly-in style pancake headquarters, 920-426-6110. by joining us. breakfasts during EAA AirVenture. Starting on Friday morning, july 23, VAA Message Center VAA Red Barn Store and continuing through Sunday, If you would like to leave a mes­ The VAA Red Barn Store, chock­ july 25, the VAA Tall Pines Cafe will sage for people you know who full of VAA logo merchandise and be open for breakfast, lunch, and frequent the VAA Red Barn, stop by other great gear, will be open all dinner. Starting Monday, July 26, the information desk. You can write week long. Show your VAA mem­ only breakfast will be served at the them a message in our "notebook bership card (or your receipt Tall Pines Cafe. As we had last year, on a string," and we'll post their showing you joined VAA at the an FAA Flight Service Station (FSS) name on the marker board so convention), and you'll receive a trailer will be located near the cafe. they'll know there's a message wait­ 10 percent discount. At the trailer, which will be north of ing for them. Sure, cellular phones On Thursday, july 29, from 7 the VAA Tall Pines Cafe, you'll be and walkie-talkies are great, but p.m. to 9 p.m. there will be a spe­ able to check the weather for your sometimes nothing works better cial VAA Members-Only Sale. Bring flight and obtain a full briefing than a hand-scribbled note! your VAA card, and you'll receive from FSS specialists without having an additional discount on specially to trek up to the FAA Building near VAA Picnic priced merchandise. See you there! the control tower. We'll see you Tickets for the Wednesday, july there each morning for "breakfast 28, annual VAA picnic held at the CD Writer and a briefing." Nature Center will be available for As more of us use digital pho­ sale at the VAA Red Barn. Tickets tography to capture our memories VAA Volunteer Opportunities must be purchased in advance so of special events, we're caught by Are you an ace pancake flipper? we know how much food to order. one fact of life-those little Com­ If you're not one yet, we can help! Tickets will be on sale at the VAA pact Flash or Smart Media cards The VAA Tall Pines Cafe is looking Red Barn prior to the start of EAA don't always hold all the pictures for volunteers who can help pro­ AirVenture. The delicious home­ we'd like to take. We're going to vide a hearty breakfast to all the cooked meal, including both beef help you with this dilemma by of­ hungry campers on the south end and chicken, will be served after fering to download your images of Wittman Field. If you could lend 5:30 p.m. Trams will begin leaving and burn them to a compact disc a hand for a morning or two, we'd the VAA Red Barn around 5 p.m. (CD), all for a nominal fee. Bring appreciate it. If that's not your cup and will make return trips after the your digital camera to the VAA Red of tea, feel free to check with the picnic. Type clubs may hold their Barn, and see how easy it is to sa­ VAA volunteer center, located just annual banquets during the picnic. vor your stay in Oshkosh. 2 JULY 2004 Theater In The West Side ­ Woods VAA AirVenture ~ Vintage Aircraft ~ VAA Camping Antique Parking AREA Area Map GENERAL LAYOUT

To h'" m,mb,,' who fly '0 ~ Red Barn Type Club " understand the layout of the con- VAA Special vention area adm inistered by the Parking () Showplane / Camper o Display Area VAA , we've prepared this simpli- ~_ Starts at Hangar DRegistration fied map. As yo u can see, ______-.--- Row 74 _ _ -" '-______Cafe ______--' camping starts at Row 74 on the east side of the main o VAA Past Grand Champions - parked along road and in rows 60 & 61. north/ south road (Wi ttm an Operations Ro ad), wi th the areas to the Shack north of that line set up to han- VAA dl e display-only vintage aircraft. Large Special That 's why you may see open ar­ VAA PARKING - Interest CommD Center eas as yo u taxi south to your No Camping Aircraft/ Antiques camping location. Row 62 through Row 77 Once you arrive, you ' ll need to register your aircraft and / or campsite. In add ition to roving registration vehicles , there is Row 78 Rows 60 Row SO & 61 one main aircraft registration =,;:--,. EAST SIDE Antique -.---VAA CAMPING AND PARKING _____'----'--'-1.______-'--_Point --'-___ building, located just south of STARTS HE RE, th e Red Ba rn (see map ). Th e CONTIN UES TO ROW 150 EAA convention cam pgrounds , both on the air side and in Camp If you want your aircraft to be judged by VAA volunteer judges, you need to be a current Scholler, are private camp­ Vintage Aircraft Association member. VAA contributes a significant portion of the costs re­ grounds, and are not open to lated to the EAA awards that are presented to the award winners. Another immediate benefit non-EAA members. Each camp­ of VAA membership is your free VAA AirVen ture Oshkosh 2004 Participant Pl aq ue , which you site must be registered by a can pick up in the rear of the Red Barn . EAA and VAA memberships are avai lab le at both Air­ current EAA member. craft Registration and at the Membership booth located northeast of the Red Barn.

Other EAA AirVenture Please stop in to say hell o, enjoy a this, Operation Protect Our Planes VAA Highlights cup of coffee or a lemonade, and "set (PO.P) has created several designated Tony's Red Carpet Express will be a spell" on t he porch. We look for­ smoking areas with butt cans along coordinated through the VAA Red ward to seeing all of you and value the flightline, but away from aircraft Barn. To schedule your transportation your input. Let us know how we can and refueling operations. needs, simply contact us at the desk. make your convention stay more Designated smoking areas will be VAA Red Barn headquarters is also pleasant and enjoyable. south of the ultralight runway; near the VAA media headquarters. If you the Hangar Cafe; near the Warbird have any questions concerning spe­ Other Things You'll Find Near the area (northeast corner of Audrey Lane cial displays or events, ask at the desk. VAA Red Barn and Eide Avenue); the Wearhouse flag The DTN weather system will be • Membership & Chapter pole area; the shade pavilion north of available throughout the day. • Information Booth the control tower; and near the Ultra­ For pilots who register their air­ • Volunteer Booth light Barn. Locations will be indicated craft, yo ur complimentary VAA • Metal-Shaping Tent on EAA's free convention ground participation plaque and mug will be • Type Club Tent map. The admission wristband will distributed at the VAA Red Barn. also instruct visitors that smoking is The new computer system that al­ Designated Smoking Areas allowed only in designated smoking lows us to distribute the plaques and Near Flightline areas. mugs more efficiently also affords us Smoking on the fli ghtline at EAA a convenient method of locating AirVenture is prohibited because it's a Red Barn Contributors members who have registered with us haza rd to a ll aircraft. "On e o f the Our thanks to each of you who during EAA AirVenture. So, if you most persistent complaints among have contributed to the VAA need to find someone, chances are we our volunteers is dealing with smok­ Friends of the Red Barn 2004 cam­ can help you do so in record time. ers who, unthinking, smoke around paign . We' l l have the list of The VAA Red Barn is also the VAA aircraft," said Operation P.O.P. Chair­ contributors in next month's edi­ Hospitality-Information Center. person Noel Marshall. To alleviate tion of Vintage Ai/plane! VINTAGE AIRPLANE 3 Thoughts on Proper Aircraft Restraint GENE MORRIS, VAA DIRECTOR, EAA AIRVENTURE]UDGE

ow badly would you feel if of any airplane, and to the airplanes and now the "downtown" airport at Spring­ your airplane were to seri­ people surrounding them. field, Missouri (SGF). It was a very pretty ously injure or kill someone? I know these tiedowns are inexpen­ day, and we made our way into the H I dare say that any VAA mem­ sive and sometimes even easy to put in hangar and explored all of the beautiful ber would be beyond consolable. I know the ground, but just take a look at what airplanes. We knew almost all of them I would be. is holding your airplane down. The little from making models and reading maga­ Yet by not properly tying down an ring that fastens to the stake is put on zines. Three years later, I was a regular airplane while attending a fly-in, the po­ with a 1/8-inch rivet. Some have an­ around the place and was hired on as a tential exists for a seemingly benign other clamp or crimping arrangement line boy. There were many airplanes tied airplane to become uncontrollably air­ that isn' t any better. Ask yourself: down, for there was only one large borne in the teeth of a thunderstorm's "Would you fly your airplane with a 1/8­ hangar on the "city" side of the airport. gales. Flipping an airplane over happens inch rivet holding the wing strut on?" One day, around 1944, we had a mi­ every year, and it has happened at the The other problem with any type of croburst hit the airport. Back then they EAA Convention. Back in the early screw-in anchor is that the very act of didn't call it that, but in retrospect that's 1980s, a few airplane owners had to screwing them into the ground dis­ exactly what happened. All we knew was come up with another way home after turbs the soil that is supposed to hold that a huge thunderstorm was coming out their airplanes were totaled when blown the tiedown in place. Simply put, there of the southwest, and it blew like crazy. over during a thunderstorm that isn't anything good about these types Ted Burris, a fellow line boy, was out by pounded Wittman Field. of tiedowns. the gas pit holding down a Stinson 105 all It's bad enough during a fly-in when Here's my confession: I used to use by himself. How he did it, I really don't camping gear or lawn chairs are blown these screw in type tiedowns. But after know, but he did it! Just a few yards away, about, but an airplane being blown over seeing what happened to an Aeronca out in front of the hangar, was a loosely or tumbling over and over can be lethal. Champ during the EAA Convention in tied-down Travelair 4000, and it was flying Unless we're all careful about properly 1993, I made some tests. about six inches off the ground, pretty as tying the airplane down, it can happen First, I tied the rope to the top trian­ you please. To the right of the Travelair again, with tragic consequences. Unfor­ gle, and applied some force (an amount was a J-3 cub doing the same thing, except tunately, there are some folks who that was far less than the force generated that the stick was tied back. The main believe that any tied own will do. The by a single wing in a 50-60 mph wind). wheels were off the ground. I saw the en­ fact is they're living in a fantasy world. It failed by straightening out enough for tire episode unfold in front of my eyes. Because of the false sense of security the rope to slide off. The screw anchors Then, all of a sudden, that little Cub they can create, some tiedowns are al­ were placed outboard enough, or they went flying up and over the airplane be­ most as bad as none! would have unscrewed or pulled right hind it, and then across Division Street, Which brings us to the real purpose of out of the ground. Figuring I'd found landing upside down while going back­ this piece of tie down wisdom . I say "wis­ the major flaw in the tiedown, I welded ward. When the storm abated, there was dom," because I've been around these the triangle so that it would not open not a straight piece of anything left on toys of ours for 62 plus years. Five of up. BOY, was I wrong. that Cub. The airplane was so damaged, those have been aloft, and still counting. My next tests were made with the tri­ it was almost impossible to disassemble. Much has been written about tying angle welded together. I then made a We used a hacksaw in some places. down airplanes, some of it good, and fulcrum with a long beam and had a Behind the hangar, we had a row of some of it not so good. A few years ago rope on one end fastened to the tiedown Taylorcraft L-2s tied down and they were there was even a short article in one of below. In just three short seconds, it all sitting there nice as you please with our monthly magazines (not Vintage Air­ only took 400 foot-pounds for it to un­ their tails about two feet off the ground. plane!) complete with pictures, of the screw right out of the ground! The main wheels were not moving. Tay­ latest and greatest "find" in tiedowns Over the years I have seen a lot of lorcraft had a very good thing with the that someone had just discovered. The things happen, and I remember many as L-2. It was a small retractable control writer was so proud of finding a set of if they happened just yesterday. My first lock that was spring loaded to store itself pretty, screw-in "doggie ring" tiedowns. visit to our municipal airport was when I up under the instrument panel. When The fact is, they're junk! Doggie ring was about 11 years old. A buddy of mine you parked the airplane, you pulled the tiedowns are a menace to the well being and I rode our bicycles out to what is little control lock down and it fit over 4 JULY 2004 the top of the stick, which both locked most out to the runway. Many times you will find chains placed the ailerons and held the stick forward. I jumped out and grabbed the prop, along a cable on the ramp that has slack After seeing those L-2's ride out the and with some sort of super strength built right in. That might help, but I still storm, I have always tied my stick for­ that I do not understand to this day, I don't li ke chains. ward. It isn't always easy, but for a ship put my feet up on the cow lin g and When you go to a fly-in, take a look with tandem seating, you tie the rear pulled that little bulldog down to the around at the airplanes parked near stick with the front seat belt. On a ground. I held it until help arrived, and yours to see how they are tied down. Cessna 140, Chief, etc., I have tied a we pushed it into the hangar. I received Share any tips you might have with the small, soft rope around one control a grateful "thank you" from Roscoe, other owners. You may have your air­ wheel, and then around the throttle and which was appreciated, but I sure could plane secured perfectly but if those over to the right control wheel. That have used a little stick time in the upwind are not, the airplane you save way, the ailerons and elevators are held Champ! While all this was going on, a may be your own! fast. A rudder lock would be a good idea BT-13 without an engine rolled straight During AirVenture 2003 I spent four too. Here's an example why. backward, clear across the runway and early mornings observing all the aircraft Some years ago our C-140A was tied into a ditch. tied down in the Vintage area. I found outside, and a gale had been blowing for If you will notice, all of my wind sto­ that out of 496 aircraft, 164 were, in my a day or two out of the west, right up the ries are of conventional gear airplanes. It opinion, and I photographed them, not tail of that little 140. You will not believe is just natural for an airplane facing into tied securely. Of those 164, 24 were tied this. The rudder had been pushed to the the wind to want to fly. A light, empty directly to, and only to, the little "dog­ right so hard and for so long that the lit­ Cub is a prime example. Now, if the stick gie" ring. It might hold your dachshund, tle gap seal fairing on the leading edge is tied forward, the tail will come up and but not a big dog, and definitely not a of the rudder had come out and lodged "unload/l the wing, which is exactly light plane. Disappointingly, eight air­ on the outside of the fin! That's when I what we would want. Nosewheel air­ planes were not tied at all. fabricated a rudder lock. It's a good thing planes will sit pretty tamely unless In conclusion , and with many in we found that on the walk around for they're on a slope where the wing would agreement with me, we must, number the next flight, huh? be at a higher angle of attack. one, outlaw the doggie stakes I'm always Being into wind stories, I have an­ Back in the 1940s, the stakes we used disappointed to find there are vendors other or so to qualify my creditability. In were just old automobile rear axles, who sell that type of tiedown right at 1946, after most operators had moved to driven into the ground at an angle, with AirVenture. the "new" airport at SGF, I still worked the differential gear on top. They were I also believe that fly-in announce­ for the city as a line boy. One bright heavy, and then of course, the sledge ments, postings etc., should include summer afternoon, the two large went along too! tiedown requirements, and they too hangars both had their doors wide open Today there are so many really nice, should clearly state that doggie stake and there were Cubs and Champs sitting well-engineered tiedowns on the market. tiedowns are not acceptable. Even the trio outside, untied. A fast growing cumulus Most use three stakes driven into the of reinforcing rods driven into the ground cloud sat just off the east side of the field ground at different angles. That type of will perform better in a strong wind than and it was moving west, a bad sign. setup gives very good protection. Good the doggie ring tiedowns...... All of a sudden it was obvious that heavy stakes, placed outboard of the wing something was about to happen. I was up attach pOint, will probably hold your air­ For more information on better by the gas pit, near the terminal, and plane down in most cases. Be sure not to tiedown methods, visit EAA's AirVenture website at: quickly picked up on the action going on put them directly straight down; they will http://www.ai/venture.org/2004If!ying/t around the hangars. People were scurry­ pull right out of the ground. ying down.html, and the FAA advisory ing around moving some airplanes into Finally, one more horror story. A Circular AC 20-3SC, "Tiedown Sense./I You can also visit the VAA website for an the hangars, and tying the others down. while back I heard about the damage article on constructing a set of tiedowns. Then, as I watched, one of Roscoe that tying down with chains can do to From the VAA home page at www.vin­ Prescott's Aeronca Champs, facing north, your airplane. If the chains are attached tageaircratt.org. click on the bar heading "Publications./I You 'll see a tab for "In­ was attacked by the gust front. When that to a fixed, secure anchor, and if there is formational Articles"; click on it and east wind hit it, it weather-vaned into the the slightest looseness in the chain, the you can naVigate to a listing that in­ wind and began rolling and bouncing airplane will sit and rock in the wind, cludes the article published in the June 2003 issue of Vintage Airplane. For a lim­ backwards across the airport. That was be­ banging up and down against the air­ ited time, a direct link to that article will fore full swivel/steerable tail wheels, and craft structure. The chains have no shock be shown on the VAA home page. when that wheel would come down and absorption capability, and the constant This past year, another great tiedown construction article was published on page hit the ground, the rudder would jerk vio­ yanking of the chain tided down to a 110 in the April 2004 issue of EAA Sport lently to the side, and then the tail would fixed point on the ground can actually Aviation. "Building a Better Tiedown," by bounce up again. I jumped into our big ruin the spar or what ever it's attached Stanley Mann, shows you how to con­ struct a variation of the tiedown article Ford dump truck and gave chase. By the to. If you should ever have to use chains, published in Vintage Airplane. time I got close, the little Champ was al­ make sure that they are very, very tight.

VINTAGE AIRPLANE 5 some drawings missing, but they were reorganizing and said that there might be more drawings that had not been cata­ logued yet. There was certainly enough to build from. Getting copies was a complicated process, but the TS-1 was also fea­ tured in Skyways magazine several years ago, including drawings made from the ones in the National Archives. One thing that I remember from the drawings is a small compmtment beneath the headrest that was labeled some­ thing like"Pigeon Compartment," apparently for the carrier BY H . G . FRAUTSCHY pigeons that the designers thought that all naval aviators APRIL'S MYSTERY ANSWER would carry with them. The onLy sun/ivor is ofcourse at the National Museum of Naval Aviation at Pensacola, a TS-2 modified to TS-1 con­ figuration. (It was on loan from the NASM, and while unable to confirm its new location, Michael McCormick wrote to tell us that it is now at the new Udvar-Hazy Center at Dulles. -HGF) Also, "TS" stood for "Turret Shipboard" from the early days when they Launched pLanes from pLatfonns above the gun turrets on battleships. Andrew King

Don Harris, Cherry Hill, New Jersey, had an explana­ Our April Mystery Plane was a favorite of a few of tion regarding the markings on our Mystery Plane: you who wrote in. It was the first Navy fighter. From At one tim e, TS-1s sported a diving bird logo at the front the many letters we received, here's a sample letter from of the fuselage. When it was shown that the logo infringed a longtime member: on one used by a commercial chocolate company, its use was discontinued... which maybe can explain the bLackened circle Glad to see the TS-1 (Curtiss or NAF) as this month's on the plane in your magazine. Mystery Plane; it's one of my favorites. Like the Ryan M-1 , it had a limited production, but has its own niche in history as one of the first carrier-based aircraft. I've heard it said that it Other answers were received from Orval Fairbairn, was the first plane designed from scratch for the purpose of Daytona Beach, Florida; William Mette, Campbell, flying from an aircraft carrier. I'm sure you'll get some more California; Michael McCormick, Houston, Texas; informative replies, but I might be able to add some. I seri­ Thomas Lymburn, Princeton, Minnesota; Jim Stubner, ollsly considered building a replica TS-1 after the Ryan, Mercer Island, Washington; Clarence Hesser, St. maybe some day I still will, but in any event, I found out Augustine, Florida; Richard Ormsby, Phoenix, Arizona; through the NASM that the National Archives, in College Charles F. Schultz, Louisville, Kentucky; Wayne Muxlow, Park, Mmyland, have drawings ofthe TS-1. I went there, Minneapolis, Minnesota; Wayne Van Valkenburgh, filled out the forms, was given white cotton gloves to wear, Jasper, Georgia; and Russ Brown, Lyndhurst, Ohio. and was allowed to examine original TS-1 drawings. Not A good source for more information on the TS-1 is copies, but original linen drawings from 1926! There were Curtiss Aircraft 1907-1947, by Peter Bowers......

THIS MONTH' S MYSTERY PLANE COMES TO US FROM THE ARCHIVES OF THE EAA BOEING AERONAUTICAL LIBRARY. SEND YOUR ANSWER TO: EAA , VINTAGE AIRPLANE , P.O. Box 3086, OSHKOSH , WI 54903-3086. YOUR ANSWER NEEDS TO BE IN NO LATER THAN SEPTEMBER 10, 2004, FOR INCLUSION IN THE OCTOBER 2004 IS­ SUE OF Vintage Airplane. You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. DON 'T FORGET, WE'VE GOT A NEW E-MAIL ADDRESS FOR YOU TO USE WHEN SENDING IN YOUR RESPONSE. SEND YO UR ANSWER TO [email protected]. BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS ( ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE AND PUT "(MONT H) MYSTERY PLANE" IN THE SUBJECT LINE .

6 JULY 2004 My FLIGHT IN AN AEROPLANE Lucerne, August 9, 1912 WALTER c. HILL SR. SUBMITTED BY WALTER C. HILLJR.

here was quite a ible speed. There was a terrific ward us. Another look down, then number of specta­ beat of wind in the face, and then I could get the sense of motion tors in the aero­ I felt the great aerodrome sliding for we were just over the long drome, some stand­ behind me. It was hard to tell just Quay National, with its wonderful ing around as if when motion commenced. There double row of chestnuts and its waiting for something to happen, was no jerk or unevenness, but thousands of afternoon visitors. and others grouped around the with incredible swiftness the great The sight was fascinating . We machine, intent on details of con­ doors swept by and then the were well up and I had begun to struction of this modern wonder groups of onlookers, hardly dis­ note the various hotels, tennis -the aeroplane. Donning the long tinguishable one from another. I courts, boathouses and other fa­ brown coat brought to me by an was conscious all at once that the miliar points when I noticed the attendant, and handing him my roll of the wheels had ceased, and length of the Quay began to swing hat in exchange for the cap and I looked down to see the grass away to the right-a dreadful goggles, sent through the crowd sloping sharply away in the direc­ drop, and a side motion of the knowledge that a man was going tion we were going. My heart may machine startled me. We were to fly. There was just a tremor of have been hitting it up just a few turning to the left and swinging excitement, more felt than ex­ licks extra, for with the realization into a direction across the wind. pressed, save in the hasty that I was flying I took myself in There was a slight cricking of the movements of the onlookers to hand to be sure I appreciated all plane, and we must have encoun­ find the best points of vantage to that was happening. tered some of those air holes the see the start. As I buttoned over We were flying straight into a aviators tell us about for there the long coat, a vest-like garment light breeze and rising. The ma­ were several sudden drops of a padded 3 to 4 inches thick with ei­ chine was perfectly steady, and few feet, and you could feel the derdown, my mother thought I too just enough vibration to assure cushions of the air under the had caught a little of the "tremors" me it was alive. The exhaust now plane as it seemed to catch on and said that I was just a little pale, had a sharp, snappy drone, not again. A few more of those but I vow it was either her excite­ unpleasant. I remembered then tremors, and for the first time a ment or the severe effect of this that the roar had ceased when we slight feeling of insecurity. With deep brown raiment on my blond left the aerodrome. The propeller this I began to look about the ma­ complexion for I had no qualms sent back a sharp breeze, but this chine again-the regular drone of nor tremors, not even as I climbed grew less as our speed increased the engine was reassuring-the the ladder and took my seat behind and is not more than is felt in a broad expanse of the solid-look­ the engine and waited for the avia­ rapidly moving automobile. As ing plane seemed ample and tor, Monsieur Charles Ingold, to these impressions were passed, secure. Then we swung further settle himself behind me. whatever fear I had departed. I around and more into the breeze. An attendant gave the propeller felt perfectly normal and began to The machine became steady again a few turns, then the buzz of the look about, a rapid survey around and seemed to rest perfectly se­ electric spark for a moment, an­ and down. We were well up and cure against a solid substance. We other turn, and the blades whirled over Lake Lucerne, steering were then headed up the long smoothly, fanning back a mild straight across. The many hotels reaches of the lake, near the breeze. Thus the engine ran for a that stud the deep slopes of the southern shore. My confidence few seconds and satisfied the avia­ north shore were coming rapidly had returned. We were still rising. tor that it was in the proper mood toward us. The great "Montana," There was an indescribable thrill for a flight. A wave of the white with its enclosed balconies, ap­ as we sped along at about 4S miles flag from the guard stationed peared to be bound for the very an hour. The air was delightfully ahead showed the course was nose of the machine. We were ap­ cool. The view was wonderful, clear, and with a roar the engine parently standing still in mid air, with rugged peaks of the Hold­ swung the propeller into its invis- and the skyline was moving to­ ifeld Range straight ahead-the VINTAGE AIRPLANE 7 Rigi and Pilatus to the left and the lake and took our course back and we rolled right into the aero­ right. The mountains looked toward Lucerne. Again the air holes drome doors. The experience was higher than when viewed from and an occasional slight list as the at once thrilling and delightful. the ground. I could see a number crosscurrents caught the windward Thrilling principally because of its of towns, both on the lakeshore plane. This time I was not afraid. I novelty, probably, and I believe the and inland. Looking down, the rather enjoyed the slight bounding sensation of flight will become as motorboats and lake steamers sensation. This time we flew high commonplace as the motion of a were like toy things. We were over the waterfront of the city of bicycle or motorcar. There is a cer­ about 1,000 feet up. The wind Lucerne. 1 could see the busy life tain exhilaration in the upper air, played a perfect chord on the in the streets, but it was all on a however, that should always be a tight truss wires. I had grown so pygmy scale. I felt no dizziness at delight, and a feeling of freedom accustomed to the engine I had looking down-but I do feel it from collision that I have never ceased to notice it. The motion when looking down over the edge enjoyed in an automobile. The was as smooth as could be-you of a cliff. The comfortable seat and motion is very agreeable and free hardly have a sense of motion ex­ the high sides of the car coming from any jar. The slight bounding cept when looking down, and well under the arms give a perfect when going across the air currents then it is slow, just as slow as the feeling of security. is similar to the rise and fall of an aeroplane appears to move when The descent was as gentle and as automobile over the crest of slight viewed from 1,000 feet below. We free from anything harassing as hills on a perfectly smooth asphalt passed over a village, the people the ascent. In a wide descending road. One is impressed that the looking diminutive and the spiral we swept around over the aeroplane is no longer a dangerous houses misshapen. There were aerodrome, out over the lake, then project but a new fixture in our long reaches of beautiful valleys back to the starting point. The ac­ scheme of locomotion that is here leafing back into the mountains, celeration of speed was noticeable to stay. and long string-like streaks for as we planed down until the en­ The machine was a Bleriot roadways in every direction. gine was shut off-then perfect Monoplane, with a 45-hp engine. I felt that 1 would like to fly on quiet for a couple of minutes, The aviator, a Frenchman recently and on-I was enjoying myself. touch of the wheels on the soft an instructor of aviation in the We swung around again across turf, a slight bound into the air, German army...... 8 JULY 2004

CHOOSE UNIVERSAL FOR High quality, great value 95th Anniversary of the lamps, strobes, Channel Crossing and probes. Louis Bh!riot just prior to departing Calais the morning of July 25, 1909.

unguided, without a compass in the air over the middle of the channel. I touch nothing. My hands and feet rest lightly on the levers. I let the aero­ plane take its own course. I care not whither it goes. For 10 minutes I con­ Special Cable to Th e Washing­ tinue, neither rising nor falling nor ton Post turning, and then 20 minutes after I You can find our products carried London, July 25, 1909-­ have left the French coast I see the by the following distributors: Bleriot's own account of his ex­ green hills of Dover, the castle, and Aircraft Spruce & Specialty ploit, which will appear in the Daily away to the west the spot where I in­ Beuco Mail tomorrow, is graphic. He says: tended to land. Ch ief ''It is more important to be the "What can I do? It is evident that Wag-Aero first to cross the channel by aero­ the wind has taken me out of my plane than to have won the prize of course. I am almost west of Margaret's ,.J, Since 1969 1,000 pounds. I am more than happy Bay, and I am going in the direction MNIVEHS{4£ that I have crossed the channel. At of the Goodwin Sands. Now it is time CORPORA TI ON first I promised my wife that I would to attend to steering. I press a lever Visit us at www.universaJ-co.com not make the attempt. Then I deter­ with my foot and turn easily toward mined that if one failed I would be the west, reversing the direction in the first to come, and I am here.. . which I am now traveling. Now, in­ Flight Control Cables "At 4:30 daylight had come... A deed, I am in difficulties, for the wind Custom Manufactured! light breeze from the southwest was here by the cliffs is much stronger beginning to blow. The air was clear. and my speed is reduced as I fight Everything was prepared. I was against it, yet my beautiful aeroplane dressed in a khaki jacket lined with responds .. " wool for warmth over tweed clothes "Once more I turn my aeroplane, and beneath my engineer's suit of the and describing a half-circle I enter the blue cotton overalls. My close fitting opening and find myself again over Each Cable is Proof Load Tested cap was fastened over my head and dry land. Avoiding the red buildings and Prestretched for Stability my ears. on my right, I attempt a landing, but * Quick Delivery "I had neither eaten nor drunk any­ the wind catches me and whirls me *Reasonable Prices thing. My thoughts were only upon around two or three times. At once I the flight and my determination to ac­ stop my motor, and instantly my ma­ *Certification to MIL-T-6117 complish it this morning. At 4:35 the chine falls upon the land from a & MIL-C-5688A signal is given, and in an instant I am height of 65 feet. In two or three sec­ *1/16" to 1 / 4" in the air, my engine making 1,200 onds I am safe upon your shores. *Certified Bulk Cable and revolutions, almost its highest speed, Soldiers in khaki run up, and a po­ Fittings are Available in order that I may get quickly over liceman and two of my compatriots the telegraph wires along the edge of are on the spot. They kiss my cheek. ~McFa'lane the cliff. As soon as I am over the cliff I The conclusion of my flight over­ Aviation Products reduce my speed. There is now no whelms me. I have nothing to say, McFarlane Aviation, Inc. 696 E. 1700 Road need to force my engine. I begin my but accept the congratulations. Baldwin City, KS 66006 flight steady and sure toward the coast "Thus ended my flight across the 800-544-8594 of England. I have no apprehensions, channel. The flight could easily be Fax 785-594-3922 www.mcfarlane-aviation.com no sensations, pas du tout. . " done again. Should I do it? I think sales@mcfarlane-aviation,com "I am alone. I can see nothing at not. I have promised my wife that af­ _ _ ­ all. For 10 minutes I am lost. ter a race for which I have entered I . .' VlS4 ' 1 ''It is a strange position to be alone, will fly no more./I ...... ­ ------. 10 JULY 2004 Carlson's , THULIN-BuILT BLERIOT

magine you have a rare In 1989, Mikael found his avia­ airplane, one that people tion treasure in a barn in Sweden. love to see fly, and you Fully intact (but not assembled), it love to share it with oth­ was in remarkably good condition. ers. Now imagine you All the parts were in one place, want to show it to folks, and only a few (outside of the orig­ but the only way to get it inal linen covering and the there is by freight con­ plywood pieces) of the parts tainer. That's what Mikael Carlson needed to be replaced during the must do whenever he chooses to dis­ ensuing restoration. When com­ play his Bleriot XI. The logistics are pleted in 1991, 95 percent of the daunting enough when you look at original airframe remained, includ­ what he and his small crew must go ing the 50-hp Gnome rotary through to take the Bleriot to a site engine. Since its restoration, on the European continent where he Mikael has logged over 35 hours of lives, but what about overseas? flight time in the Bleriot, most of it Mikael Carlson Undeterred, Mikael and his wife, 7-9 minutes at a time. That's over Gunilla, showed the airplane at 260 flights in the Bleriot! greater fame as an aircraft designer, both Sun 'n Fun 2003, and later for The Bleriot XI found by Carlson and in cooperation with the broth­ the Dayton Air Show. was one of the many built in Eu­ ers Leon and Robert Morane they What the admiring crowds got rope and the United States under would form Societe Anonyme des to see was one of the oldest flying license from Bleriot. After Louis Aeroplanes Morane-Saulnier near airplanes still in existence, and Bleriot's epic flight across the Eng­ Paris and produce some of France's they were treated to the sounds lish Channel, the model XI became most famous aircraft. The model and smells of a rotary engine­ a highly sought after aeroplane. XI was seen as a great advance­ powered airplane from the The XI was designed by Raymond ment in the art of aviation design, pioneering days of aviation. Saulnier, who would go on to even with its single monoplane wing VINTAGE AIRPLANE 11 producing less drag than its bi­ the airplane along the roll axis. It took a few years of gentle co­ plane contemporaries. The weakest Bleriot had already been using ercion, but in 1986, he was able to link in the early versions of the air­ ailerons on earlier aircraft, so it is buy the Type A, after the owner re­ plane was the anemic 30-hp, unclear why wing-warping was in­ alized that Carlson had the talent 7-cylinder R.E.P. engine, or the 3­ corporated in this design. and the drive to restore the Bleriot cylinder, 2S-hp Anzani engine, Mikael found out about the to flying status. which tended to overheat. Neither potential project during conver­ Its individual history is a story engine was really up to the task to sations with a model airplane of serendipitous survival. Serial adequately power the 700-pound, judge who had been judging No. 18 Thulin Type A was flown in high-drag airframe. Carlson's scale models. He was a barnstorming role until 1919, Early Swedish aviator Carl Ced­ nearing completion of a full­ erstom bought a Blt~riot XI in 1910 scale, rotary engine-powered and brought it home to Sweden. A Thulin Tummelisa when the few years later, he sold the airplane judge mentioned that he too to Enoch Thulin, who founded the owned a Thulin aircraft. AB Enoch Thulin Aero­ planfabrik (AETA) in 1914, and went on to build 23 license-built examples of the Bleriot XI, powered by the 7­ cylinder, SO-hp Gnome Omega rotary engine, which was introduced to the aviation market in 1910. The airplane bought by Mikael is the 18th Thulin Type A built, and could have been constructed any time between 1914 and 1918, when the company stopped pro­ duction on the Type A. Except for the engine installation, the basic design of the Type A mimicked the design of the 1909 Bleriot XII, piece for piece, including the obso­ lete wing-warping used to control

12 JULY 2004 and then was sold at auction in 1920 or 1921. A couple of brothers bought a pair of the Thulin-built Bieriots at the auction, and a week later they sold one of the pair to a potential aviator in northern Swe­ den. He would have attempted to fly it, too, if the local police hadn't put a stop to it because he didn't have a pilot's license. At that, he took the wings off and stored it in a barn, and left to work as a carpenter in America. When he returned to Sweden a few years later, he asked for some help from a fel­ low townsman to dismantle the airplane even further, and store it in boxes. In one can went the bolts; in a box went all the metal fittings. The wood structure was bundled up, and the bracing wire coiled up like bail­ ing wire. The engine, along with its special tools, was disassembled and stored as well. There it sat in the barn, a pioneer airplane kit, until the model airplane judge's fa­ ther bought it for $50 in 1965. They stored it on the second floor Bleriot would have to wait. carve a new mahogany propeller, of their barn until Mikael Carlson Thanks to the completeness of and all the rubber and other "con­ bought it in 1986. Because he was the project, and his good fortune in sumable" materials in the airframe still working on his first homebuilt having a solid, well-preserved en­ were replaced. The Swedish airwor­ project, the Tummelisa fighter gine to rebuild, the Bleriot's thiness inspector reminded Carlson plane replica, the Thulin-built restoration only took a year. He did that he wasn't allowed to deviate

VINTAGE AIRPLANE 13 The wing-warping control is very evident In this snapshot of Carlson's thulin-built from the drawings for the ering, and the nitrate dope covering. the wind. Period. Fighting a Thulin/Bleriot, so it's quite exact, So what's it like to fly? For one crosswind with an airplane that right down to the 22 threads per thing, early aeroplanes were has roll control that is both slow centimeter for the linen fabric cov- meant to takeoff and land into to react and fairly ineffective is not conducive to a long service life. As Mikael pOinted out during our interview, light winds are also the best, if for no other rea­ son than the fact that there are times when a wing drops due to a gust, and no amount of wing­ warping seems to bring it up in a time period that the pilot would be happy with! There is not much range be­ tween what is needed for cruise power and for descent, and with all the bracing wire, a drop in RPM means the airplane will come down. With twice the horsepower available than the first models of the Bleriot XI, it's not as fast a de­ scent, but there's not much reserve thrust. There are a lot of brace wires and a high-drag airfoil, plus the bedstead style landing gear with a rotary engine nestled be­ tween the posts. Mikael's trust in the airplane, tempered with the knowledge he's gained over his hundreds of demon­ stration flights, allows those of us lucky enough to see the Bleriot in flight to feel the tingle of watching something historic happen. With all we've seen over the past century of flight, it's still a bit breathtaking to see a pioneer era antique air­ plane take to the sky...... 14 JULY 2004 A grandfather's .

TOM MATOWITZ

Continued from last month's issue. flew it extensively. He was a As it turned out, this was character, and probably one only the beginning. One of of the most well-liked men the men I met that day was I've ever known. It wasn't any named Bill Neff, and he was a wonder. He was approachable partner in both Stearmans. I and interested in others, and think he looked at me and saw gathered a remarkable group himself 30 years earlier. In any of people around himself. He case, during the next six years was democratic about it, too. he was destined to become His friends included day la­ one of my best friends, and borers and CEOs and he through his generosity I spent valued them equally. the many hours in the air. As for We flew together often Stearman Esther, she and I remained on enough for me to justify a trip cordial terms, but she became to the local Army-Navy store interested in a much older where I bought an NOS WW II man and eventually married military flying helmet. I to take it him, and afterward I seldom pieced together a serviceable granted. I saw her. pair of AN goggles from parts by that I was spending a lot of time he gave me, and that was I had grown at the airport and didn't lose about the extent of the equip­ enough to any time brooding about that. ment I had. I was taught how that it couldn't last forever, I didn't have much money, but to preflight the airplane, and but no one could have I was young, strong, and will­ from then on when I flew with foreseen how it was about ing to work. I mowed the him, it was my job to check to end. runway with an Oliver tractor the oil and insure that the pro­ By May of 1981, Bill and I and a brush hog, and cut and peller was turned over by hand had been friends for six years. split firewood through the before the engine started. I Earlier that year he told me warm weather months to pro­ cleaned the windscreens and he intended to become a CFI. vide fuel for the hangar's wood brought the parachutes out to I figured the time for me to stove during the winter. I the plane for the first flight of get a private was finally at helped in every way I could, the day. They were normally hand. We laughed about how and my new friend Bill was locked in the hangar in the the examiner would react if I quick to reciprocate with time hulk of an old refrigerator. showed up for a checkride in in the airplane. I learned a lot When Bill took up other pas­ the Stearman. from him. Bill was just turning sengers, I was generally the May 25 was Memorial Day 50 when I first knew him. After one who made sure they were that year. Since I worked driv­ serving in the Navy in the Sec­ strapped in securely and ing a truck for a swimming ond World War, he had learned briefed them about what to pool company, it was a work­ to fly on the G.I. Bill. expect. Most passengers were ing day for me and I spent 12 He owned several light nonpilots. While they enjoyed hours on the road. I came planes over the course of their rides, I don't know that home exhausted and was time, starting with a J-3. the experience had any partic­ ready to go to bed around 9:30 When I knew him, he also ular meaning for them. My p.m. My parents were behav­ owned a Piper Comanche and reaction was different. I saw ing oddly, talking quietly in VINTAGE AIRPLANE 15 Tom's grandfather, George K. Scott, stands by his Taylor Cub. His flights with his very young grandson would leave a lifelong legacy. another room, and falling silent of the summer somehow, and went sure how I felt about this for a num­ when I entered. Finally, one of on to graduate school as planned, ber of reasons, but it was too late to them spoke up and said that the but I found it very, very hard. turn back. Soon we reached a prac­ television had aired a brief report Ten years passed before I visited tice area where for 10 minutes or about a fatal airplane crash in the an airport again. Then I did some­ so I am sure I subjected this fine area. They were afraid that it was thing I hadn't done in a long time. old airplane to some of the clumsi­ Bill. Offhand, I couldn't think of I read the aviation classified ads sec­ est handling it has ever received. anything that seemed more un­ tion of Cleveland's The Plain Dealer. Then something happened. The likely. I almost called his home, It so happened that someone ran a pilot spoke quietly in the inter­ but knew he was probably not ex­ large ad that day advertising a share com, IlRelax-lead the next turn pected back until much later, and I in a Stearman for sale. Several days with more rudder." It started to thought I would only alarm his later, I found myself standing on come back to me. I made a series mother needlessly. I stayed up to the ramp of the Geauga County air­ of nicely coordinated turns to watch the 11 :00 news to satisfy port waiting for a ride in the headings, maintaining a constant myself that he was all right, and airplane. The pilot and I had a long altitude throughout. After a half learned that my parents' fears were phone conversation earlier, and he hour or so, the pilot said, IlCan you correct. Bill died eight hours earlier was gracious enough to invite me find the airport?" I'd had sense in a crash that apparently resulted out for a ride. It was almost 18 years enough to note several landmarks, from an engine failure on takeoff. to the day since my first ride in a and set up a course to return. My Reports were vague and conflicting Stearman, and I felt pretty ambiva­ companion said, "That's a good and wouldn't have changed the lent about it. Just as I arrived, the heading," and proceeded to let me outcome, so I never inquired very pilot returned from a hop with an­ fly for the 20 minutes or so it took close ly. More than 20 years later, I other passenger and proceeded to to return and enter the pattern. He still don't have adequate words to make one of the worst landings I took over and made a nice landing. describe how I felt. His mother was have ever witnessed. I was tempted This brief flight represented an­ wonderful to me. In fact, everyone to quietly get in my car and leave, other turning point, because I was, but I don't think anyone but for some reason I didn't. Soon I made up my mind to take lessons knew where to begin to try to con­ was strapped into the front seat and and earn a private certificate, sole me. I drifted through the rest we were taxiing to takeoff. I wasn't which I proceeded to do. I was 16 JULY 2004 Tom and the Engelskirger's Cub, the airplane that brought him back to the sky. trained in the now common mid­ this story developed, he also fic, and taxied onto the runway dle-aged Cessnas and Pipers to be proved to be an outstanding com­ centerline. Holding the stickback, seen at any airport. I shouldn't dis­ municator endowed with superb I pushed the throttle smoothly for­ miss them lightly. I came to regard skills as a pilot. I couldn't have ward and began the takeoff. As the them pretty highly, but learning to asked for a better role model and speed gathered, I pushed the stick fly these aircraft only heightened mentor. We began with a lesson forward. The acceleration in­ my interest in the old airplanes. that taught me to manage heel creased, and a moment later the Well, conditions had changed brakes, and the correct procedure airplane was ready to fly. A little pretty radically since I was a kid. for hand propping an aircraft with­ backpressure was all it took, and Now it was necessary to have a tail­ out an electrical system. With the Cub and I were climbing nicely wheel endorsement. This led to a limited visibility over the nose, at 55 mph. I made the crosswind couple of major obstacles. I had to made worse by the tandem seat­ turn, reduced the power, and en­ find a suitable tailwheel trainer I ing, I quickly learned to keep my tered the downwind leg. Soon it could rent, and a capable instructor eyes outside the airplane during all was time to apply carburetor heat, to teach me to fly it. Surprisingly, ground operations. The airplane it­ reduce the power again, and enter the airplane proved to be the easy self proved to be a remarkable the base leg. With another quick part. An airport right down the road teacher, and I quickly came to un­ look for traffic, I made the turn to from my parents put a ]-3 on line derstand the reverence for Cubs final. The descent was stable, and late in the summer of 1998. That felt by all pilots fortunate enough with the runway made, I closed was the intent, anyway, but various to flyone. the throttle. Moments later came logistical problems prevented it Our timing was good. We were the flare and then it was just a from being reliably available until blessed with several weeks of con­ question of correcting any drift early 1999. My luck continued to sistent good weather. We did stalls, and holding the airplane off. The change for the better. I was intro­ airwork, three-point and wheel wheels touched down and I held duced to a tailwheel instructor landings, crosswind landings, and the airplane straight with the stick named Karl Engelskirger. Of all the go arounds. On a beautiful morn­ all the way back. I had finally good men who figure in this story, ing early in May, I found myself soloed a taildragger. he and his father, Pete, would prove alone taxiing to takeoff with a There was still much to learn, to be among the very best. brand new tailwheel endorsement though, and that is what I decided From the day we met, Karl struck in my logbook. I completed my to focus on. That first year I logged me as positive and energetic. As pre-takeoff check, cleared for traf­ 50 flights in the Cub. In due VINTAGE AI RPLANE 17 ment to take stock. I was climbing steadily at 70 mph indicated and tracking the ex­ tended centerline perfectly. Then came Karl's voice again, speaking qUietly over the intercom, "See? It's just like any other airplane." I reached the pattern altitude and departed to the south. I was fortunate enough to log several hours in the Waco. It involved a lot of landings, takeoffs, and airwork. I even got to fly it on a short cross-country, and started to feel like I The Engelskirger's Waco UPF-7 brings back the pleasures of open-cockpit flying. was really getting the hang of it. We did have one anxious moment course, this led to other tailwheel to switch to the rear cockpit and when one of us bumped the car­ airplanes, and at one pOint I re­ really fly it. My first takeoff as PIC buretor heat control in flight and viewed my logbook and noted was an experience. If you want an momentarily killed the engine, experience in nine different types. idea of the sight picture from the something we were very careful Certainly the greatest moment rear cockpit of a UPF-7 in a three­ not to repeat. All in all, it was a came in the summer of 2002. Karl pOint attitude, kneel on the floor great experience, and I wish there and Pete purchased a 1941 Waco in front of a large dresser and then was more to tell, but with very UPF-7 from an estate sale in Day­ try to see over it or around it. It good reason the decision was ton. They flew the airplane home, certainly shows why S-turns are made to dismantle the airplane and one fine evening I drove mandatory and why pilots used to for a complete restoration. down to see it. There was a gath­ sayan airplane should never taxi All of this has caused a lot of ering of friends and the whole faster than a man can walk. reflecting on my part. My appren­ thing turned into a sort of im­ Getting back to my takeoff, it ticeship as a Waco pilot has been promptu party. I had never seen a was time to proceed. I taxied out temporarily interrupted, but the UPF-7 before, so I looked it over to the centerline and reached for­ airplane will be airworthy again pretty closely. At one point I stood ward and to the right to lock the before too long, and there are at a wingtip just trying to absorb tail wheel. I took one last look for other great airplanes to fly in the the reality of this new situation traffic and then smoothly acceler­ meantime. My goal was to be pre­ when Karl's sister, Amy, ap­ ated the Continental 220 to full pared if the opportunity to fly a proached me and asked, "Tom , power. Soon we had enough for­ biplane was ever presented to me have you ever flown in a bi­ ward speed to make the large again, and I feel that I was. plane?" I simply said yes. rudder effective, so I raised the tail. Of the many people who Various minor problems with It was like turning on the lights in worked to make the wish of the the airplane had to be corrected a darkened room. Suddenly I child who stood in the hangar before it could be flown routinely, could see, and it wasn't difficult door at Knoxville so long ago and of course Karl a nd Pete to make the corrections necessary come true, the foremost was my wanted to become comfortable to maintain directional control. grandfather. Wherever he is, he with it themselves. My turn came Karl said, "It'll fly now," and I ap­ must be fiercely proud to see that in September. I had an extensive plied gentle backpressure and we his pup from 3S years ago went briefing, a couple of familiariza­ left the ground. Everything seemed on to fly an open cockpit biplane tion flights and then it was time under control, and I had a mo­ into the next century. ... 18 JULY 2004 A Brief History of Stearman Aircraft Company

A LAN LOPEZ

While attending the National Stearman Wichita­ Stearman Fly-In at Galesburg, Illinois, The C-3B in September 2000, I climbed up to The first production aircraft from fuel my Stearman. From my perch t he Wichita faci lity was the C-2, which Stearman had designed while just ahead of the upper wing, I gazed in California. The earliest models over acres of beautiful biplanes. A to­ mounted th e time-tested OX-S en­ tal of 138 Stearmans had made the gine. Soon this aircraft, now annual pilgrimage to Galesburg. Of deS ignated C-3B, having received these, only one aircraft, Tom and ATC #55 (issued July, 1928) carried t h e 220-hp 9-cylind er Wright J-S Nancy Lowe 's C-3R, NC799H, was Whirlwind. These aircraft were desig­ manufactured by the original Stear­ nated 3POLB (3 -place, open, land, man Aircraft Company. Technically, biplane) with provision for two pas­ all the rest of us flew Boeings to sengers in the front cockpit and the Galesburg. However, even Boeing pilot in the rear. So me C-2s were re­ knew the value of a good name. registered as C-3s so as to become certificated aircraft. As private compa­ In the introductory section in Peter Lloyd Steannan n ies took over flying the mail in the Bowers' fine book Wings of Stear­ late 1920s t here was a demand for man, there is a photograph of almost mail-carrying airplanes. The C-3MB one hundred PT-17s outside the Wi­ Origins was designed with a mail pit in place ch ita factory awaiting delivery in In 1924 Ll oyd Stearman , Wa lter of the front cockpit. Beech, and Clyde Cessna got together Joseph Juptner, in his U.S. Civil 1941. Stearman Aircraft had been and organized the Travel Ai r Manu­ Aircraft. had this to say of the Stear­ part of United Aircraft and Transport facturing Company in Wichita. This man C-3B: Corporation (which included Boeing) union was li ke Ty Cobb, Babe Ruth, "As the an nals of bygone days in since 1929 and part of Boeing Air­ and Ted Williams getting together to aviation are written, the Stearman craft Company following a hold a cli n ic on hitting. As is often C-3B will be remembered ... as one re-organization in 1934. However, t he case with superior talent and of our all-time greats in early avia­ stro ng personalities, critical mass was tion .... The basic design was so the name Stearman Aircraft appears soon reached and Lloyd Stearman left excellent ... that it remained the in large lettering on the roof of the in 1926 to start h is own company in basis for every Stearman airplane plant, on the front of the hangar, and Venice, California. He came up with a that was ever built. even on the water tower. In smaller sou nd aircraft based on on e of h is "By nature, the Stearmans were letters on the factory roof you can Travel Air designs, but it did not sell. extremely rugged in character and The next year some of h is Wichita their unfailing dependability, espe­ just make out the word ing Boeing Air­ frie nds secured sufficient fi nancing to cially "when the chips were down," plane Co. So, if Boeing called them lure him back to the"Air Capital of was a byword long known among "Stearmans," I guess we can, too. the World." the folks that fly .... It's use on VINTAGE AIRPLANE 19 many of the early short haul feeder Stearman C-3R Business Stearman M-2 Speedmail lines of our growing transcontinen­ Speedster Walter Varney had succeeded tal air mail system was more than It must be remembered that this where all had predicted failure. He likely one of its greatest claims to period immediately followed Lind­ had not only pioneered an air mail fame ... but it was also very popular bergh's historic crossing and flying route that many said was unflyable, with the so-called sportsman pilot of fever gripped the nation. In addition but he had made it profitable. In fact, this day who could afford and loved to revenue operators, the late 1920s his sturdy and reliable Stearman C-3 a good airplane with plenty of dash saw many private individuals in the aircraft were soon struggling to keep and spirit." market for a personal aircraft. There up with the volume. Varney thought The C-3B was a great success for was also an awakening to the possi­ a solution might be found in Wi­ Stearman. One of the first compa­ bility of using the aircraft as a chita. This excerpt from the Wright nies to order the C-3B was Varney business tool. Although Stearman company newsletter The Tradewind Air Lines. Walter Varney had been continued to sell the C-3B, a varia­ (February 1930, p. 10) describes the the only carrier to bid on CAM-5 tion was designed for the business excitement surrounding the rollout (Contract Air Mail Route 5), between market and the wealthy private of a new airplane: Elko, Nevada; Boise, Idaho; and buyer. This model, deSignated the C­ "Soon rumors leaked out that the Pasco, Washington. Much of this 3R, was called the Business Speedster. Stearman factory was building a new route covered sparsely populated It was almost a foot longer than the plane, a "mystery ship," radical in size and mountainous terrain. Winter C-3B and sported the new Wright J­ and power. Just before dusk on Janu­ flying was especially perilous along 6-7 225-hp R-760 engine. ary 16, 1929, after almost every this route and the attempt to pro­ Although the C-3R (also a 3POLB) spectator had left Wichita Airport, the vide year-round service came with a was similar to the C-3B in perform­ doors of the Stearman plant were price. Weather-related accidents, ance, it was successfully marketed as opened and a monster of a plane which occasionally included a pilot an "upgrade," carrying a sleeker look wheeled out. Silver-Winged, and fatality, inevitably occurred. and outfitted with numerous refine­ trimmed in Varney Blue. It was twice The Stearmans performed well ments including an upholstered front the size of any Stearman built previ­ and, more important, proved to be cockpit. The C-3R was also approved ously. It had a massive, newly designed reliable. Air mail was here to stay. for EDO floats and 10 of the total Wright cyclone motor in its nose. Revenues grew 40 percent in 1928 production of 38 aircraft were sold to Someone with abundant imagination over the previous year and Varney the Peruvian army air force. If you said this of its test flight: lilt went claimed a 90 percent performance wanted to buy a C-3R in 1930 it through the air like a bellowing ghost, record. In 1929, Varney expanded would have cost $8,500. Tom Lowe, tearing the twilight to shreds."" his service, flying to Portland, Seat­ for many years the president of the Thus was born the legend of the tle, Spokane, and Salt Lake City. In Stearman Restorers Association, has a Bull Stearman. The M-2, known offi­ all, approximately 247 C-3B and C­ beautifully restored C-3R, NC799H, cially as the Stearman Speedmail, was 3MB aircraft were built. which he regularly exhibits at the Na­ powered by a Wright R-1750 525-hp tional Stearman Fly-In. Cyclone engine. It was designed Steannan C·38 Specifications specifically for increased air mail Steannan C·3R Specifications loads and could carry 1,000 pounds of mail. Deed Levy, chief test pilot for Stearman Aircraft, put the new craft through a series of flight tests. During one test flight the plane was loaded with bags of lead shot to simulate the 1,000 pounds of mail it would carry in the northwest. Deed Levy noted in Fuel: 68 gallons his logbook: "Test-speed & Load-142 Oil: 8 gallons Fuel: 65 gallons (mph)-lOOO Ibs." Baggage: 52 pounds Oil: 7 gallons Seven of these large aircraft were Gross weight; 2650 pounds Baggage: 60 pounds manufactured. Of these, six went to Useful load: 1025 pounds Gross weight: 2754 pounds Varney Air Lines, and the seventh Wingspan: Upper 35 feet Lower 28 feet Useful load: 1013 pounds was purchased by Cliff Durant. Du­ Length: 24 feet Wingspan: Upper 35 feet Lower 28 feet rant's aircraft had a front cockpit in Height: 9 feet Length: 24 feet 11 inches place of the mail pit and was deliv­ Maximum speed: 126 mph Height: 9 feet ered with a Pratt & Whitney R-1690 Cruise speed: 108 mph Maximum speed: 130 mph 525-hp "Hornet" engine. Cliff Durant Cruise speed: 110 mph was the son of Billy Durant, one of 2 0 JULY 2004 the founders of General Motors. Cliff the guilty cylinder and finding the Steannan M-2 Specifications designed and raced cars at Indianapo­ coolest cylinder took the valve cov­ lis and was fascinated with aviation. ers off and found one rocker arm Over the years he probably owned a broken. So I took the spark plugs out couple dozen airplanes-Fleets, Wa­ and also the push rod and the bro­ cos, etc. Durant had earlier bought a ken part of the rocker arm. I got two Stearman C-3B from the factory in farmers to crank the energia starter 1928. and when engaged the engine The M-2 was designed with a cen­ started at once on eight cylinders. Fuel: 136 gallons ter section fuel tank in the upper The plane took off easily; couldn't Oil: 15 gallons wing, which had a capacity of 136 tell from normal except holding the Gross wt.: 5578 pounds gallons. Durant had an additional RPM down some. At Boise they were Useful load: 2136 pounds fuel tank installed in the fuselage wondering what had become of me. Payload :1026 pounds with a capacity of 127 gallons. Why? They finally heard something to the Wingspan: Upper 46 feet Lower 32 feet We don't know for sure, but probably northwest and within a short time Length: 30 feet 2 inches not for long cross-country fligh ts. the Stearman was there on the field Height: 11 feet 11 inches Cliff had built a pretentious home in and the thing itself told the story." Maximum speed: 147 mph Roscommon, Michigan, known lo­ Doc Eefsen went on to describe Cruise speed: 126 mph cally as The Castle. This was the era two other forced landings in the M-2 of Prohibition and Durant was known near Burley, Idaho. On another occa­ Stearman LT-! for giving some of the best parties sion when his SpeedmaiJ's engine Light Transport anywhere. Durant's home had two quit while flying in the Columbia The LT-1 was a natural successor to airstrips and was only a short flight Gorge near Arlington, Oregon, Eef­ the M-2. A cabin provided seating for from Canada in the big biplane. The sen checked over the motor but four passengers in place of the cav­ extra fuselage tank in his Stearman could find nothing wrong. He got a ernous mail pit. The pilot remained M-2 held 127 gallons-or 635 fifths. ride about five miles to a phone and in an open cockpit behind the pas­ Varney was excited about putting called Portland to learn what had senger cabin. The LT-1 was a slightly these large airplanes with their in­ been done before the plane had been enlarged version of the M-2. It was creased cargo capacity to work and dispatched. Told that a new gas cap originally designed to mount the Stearman believed that success in the had been installed, he returned to same Wright Cyclone engine, but af­ northwest would lead to orders from the plane, climbed on top of the up­ ter the many engine problems with other carriers. As the new Speedmails per wing and found that the cap had the Varney M-2s, the LT-1 was deliv­ were put into service they made quite not been vented before it was in­ ered with the Pratt & Whitney R-1690 an impression on the Varney pilots, stalled. 525-hp Hornet (the same engine that not always favorable. Walter "Doc" Problems continued with the big was on Cliff Durant's M-2). Eefsen, a Varney pilot, recalled: biplane. No orders came in to Stear­ During this time the air mail oper­ "Then the company got larger man for the M-2 from other ators were beginning to think about equipment-the Stearman M-2, all operators and Varney soon began to carrying passengers along with the mail 525 hp Wright engine, a much get rid of those remaining in his mail and Stearman hoped to capture faster plane but also a much more fleet. Of the former Varney Stearman a piece of that market with the LT-l. troublesome one. I had several forced M-2s, some wound up as working Stearman probably felt that Varney landings with this type. I took off aircraft in Alaska. Most were de­ Airlines would be a natural customer from LaGrande [Oregon] Airport stroyed in crashes in the late 1920s for this aircraft. It is likely that, after where I had stopped to pick up a J4 and early 1930s. One of the former all the problems with the M-2, Var­ Whirlwind engine that had been Varney Speedmails, NC9055, was on ney was shopping elsewhere. In fact, brought out of the Owyhee Moun­ its way to Alaska in 1939 when it in 1929 Varney acquired its first Boe­ tains where a Varney plane had crashed near Teslin, Yukon Territory. ing 40B-4. This aircraft was similar to crashed and the pilot killed in a The wreckage of this aircraft was the LT-1 with room for four passen­ snow storm. I had no more than got­ found by Bob Cameron of White­ gers in an enclosed cabin and ten up over Hot Lake Pass toward horse, Yukon, in 1989. Bob wrote an mounted the same Pratt & Whitney Boise than my engine started to excellent article, "Stearman M-2­ Hornet engine. The Boeing proved to backfire and I had to look for a place NC9055 A Yukon Adventure" in the be a reliable aircraft and Varney later to land the plane. Over toward the Stearman Restorers Association's acqUired several more. Owyhee Mountains I saw what OUTFIT (April 1991) in which he Only three LT-1s were built (in looked like a stubble field. I landed said he hoped to interest somebody 1929) and these were delivered to In­ successfully and taxied up to a farm in restoring the only remaining terstate Airlines for use on Contract house. I checked the engine to find Stearman M-2. Air Mail Route 30 from Atlanta to VINTAGE AIRPLANE 21 Chicago and to St. Louis via Evans­ ther a Single-seat mail plane or could Field as a 4E powered by a Pratt & ville, Indiana. Interstate had already be ordered with a two-passenger front Whitney R-1340 AN-1 600-hp radial. been operating Stearman C-3s and cockpit. This utility was meant to ap­ Bud is presently restoring a rare de had evidently been satisfied with peal not only to air mail carriers, but Havilland DH89 Dragon Rapide and their performance. All three of these also to corporations, which were be­ his restorations regularly appear on aircraft were subsequently acquired ginning to use aircraft as promotional the cover of EAA Vintage Airplane by American Airways and were, in platforms, sales aids and executive magazine. turn, sold to the Canton Government transports. In spite of the fact that Jim Kimball and his son, Kevin, are in China in 1933. this aircraft had the misfortune to ap­ presently restoring a Model 4, c/n pear during the Depression, several 4003, N665K to be powered by a 450­ Steannan LT·l Specifications were sold to wealthy private owners hp Pratt & Whitney R-985. This as well as corporations (particularly aircraft is scheduled to be flying some­ oil companies). Some mail plane ver­ time in 2004. The Kimballs, besides sions went to Canada. American many other award-winning restora­ Airways bought the final ten exam­ tions, are noted re-creators of the ples produced. The Model 4, known GeeBee Model Z, the first aircraft as the "Junior Speedmail," was of­ built by the Granville brothers for the fered with a choice of three engines: purpose of racing and the fastest land Fuel: 145 gallons 4C-Wright ]-6-9 Whirlwind 300 plane in the world in 1931. Oil: 15 gallons horsepower Walt House informs me that the Gross weight: 6250 pounds 4D-Pratt & Whitney R-985 Wasp Kansas Aviation Museum has ac­ Useful load: 2360 pounds Jr. 300 horsepower quired the Texaco 4D, c/n 4027, Payload: 1190 pounds 4E-Pratt & Whitney R-1340 Wasp N569Y, and will begin restoration of Wingspan: Upper 49 feet Sr. 420-450 horsepower this aircraft in the near future. Lower 34 feet 6 inches The mail plane carried the "M" Another Model 4 restoration be­ Length: 32 feet 6 inches suffix and was known as the Senior longs to Steve Hamilton of Carson Height: 12 feet 6 inches Speedmail. Three 4EMs were built for City, Nevada. Steve's 4E, c/n 4023, Maximum speed: 138 mph Canadian National Airways. N791H, was originally the Standard Cruise speed: 115 mph There are several of these legendary Oil of Louisiana aircraft. It mounts an aircraft still flying, with a few more original Pratt & Whitney R-1340 SC-1 Stearman Model 4 scheduled to be restored in the next 4S0-hp radial engine. This aircraft has "The Model 4 was the best airplane couple of years. Ron Rex, who lives at been meticulously restored by Rick I ever designed!" declared Lloyd Stear­ Leeward Air Ranch in Florida, has re­ Atkins, of Ragtime Aero in Placerville, man proudly. Forty of these aircraft stored his Stearman 4D, c/n 4025, California. Rick also did the award­ were manufactured during the period N774H, in the livery of Western Air winning restoration of Ben Scott's 4E. 1929-1931 and perhaps a dozen or so Express. Ron flew his Model 4 to Perhaps the most legendary of the remain. Juptner has this to say about Galesburg a couple of years ago. Model 4 Stearmans were three 4Es the Model 4: " ... the handsomest Addison Pemberton has an out­ built for Standard Oil of California in plane that Stearman ever built... with standing Model 4 restored as an 1930. They carried the registration the N.A.C.A. low-drag engine cowling American Airways aircraft and he flies numbers: NC783H, NC784H, and as an integral part of the configura­ this aircraft to Oshkosh regularly. NC78SH and were deSignated by Stan­ tion, the Stearman 4 was the first (Addison is presently restoring a Boe­ dard Oil as Standard of California Nos. production biplane to utilize this ing Model 40-it is similar to the 3, 4, and 5. Two of these aircraft, deep engine fairing with any measure Stearman LT-1. When completed, this NC784H and NC785H, c/n 4021-4022, of success; the resulting performance will be the only one of these aircraft were certified as Stearman 4E Specials caused other heretofore skeptical flying.) under Group 2 Approval (#2-278 manufacturers to take a new look at Ben Scott of Reno, Nevada, has 10/6/30). With their striking red, blue, the advantages to be gained with this been flying his Stearman 4E, c/n and silver paint schemes; speed fair­ type of air-cooled engine streamlin­ 4005, N663K, for years. Ben's father, ings; exhaust bayonets; and wheel ing." A few are still flying and by all Keith Scott, ordered this aircraft from pants they projected a sleek art deco accounts this is a fabulous airplane. the Stearman factory in 1929 and appearance reminiscent of the magnif­ Although it is smaller than the M-2 took delivery in February 1930. This icently designed racing cars of the era. the Model 4 is larger than the Stear­ aircraft was named Grand Champion Only two of these aircraft remain. One man trainer and therefore has Antique at Oshkosh 2003. has been restored as a Canadian mail occasionally been erroneously re­ Stearman N489W, c/n 4037, origi­ plane and is in the Canada Aviation ferred to as a Bull Stearman. nally a 4CM in service with American Museum in Ottawa. The Museum has The Model 4 was designed to be ei­ Airways, has been restored by Bud continued on page 29 22 JULY 2004 WHAT DO YOU GIVE THE TRUCK 'THAT HAS EVERYTHING?

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www.vintageaircraft.org Invulnerability

DOUG STEWART

I once had a client who owned a straight him to turn and deviate around the snow tailed Cessna 150. His airplane, although shower, but instead he penetrated right into not a show winner, was in rather decent the snow. As the forward visibility immedi­ condition. The owner was contemplating re­ ately dropped to less than a mile, he turned locating to Arkansas where he was hoping to me , and with a huge grin said, " Don't knew, the owner of an old Mooney M20, to buy some property with enough acreage you just love flying in the winter?" who departed on his first flight after obtain­ to put in a runway, albeit a short one . In an­ I was astonished. He had seen the ing his instrument rating into known icing ticipation of his potential operation out of a snow in front of us, and rather than deviate with three passengers on board. I heard short runway, he decided to put a STOl kit around it, had flown right into it. My re­ how he had received the lecture of his life on his airplane. sponse to his question was , "Tell me , what from his instructor, after exposing not only The STOl kit certainly improved the the h ... are you going to do now? " To which himself, but also three innocent and oblivi­ short field performance of the 150. Pulling he responded that he would just continue ous passengers to great risk on that flight. up the Johnson bar to get 40 degrees of straight ahead and we should come out the But that lecture was to no avail, for not barn door flaps gave a fairly short landing other side, hopefully, in just a little while. long after that flight he proceeded to fly as it was, but with the addition of the droop My questioning about the mountains, some across the Sierra Mountains at altitudes tips and vortex generators to the wings it of which were not much below our altitude above 14,000 feet without oxygen. He re­ was possible to land this airplane and clear and laying to either side of our route did lated to me how he "knew everything was the runway in less than 350 feet, without nothing to impress upon him the danger of OK, because I was able to do very complex much effort. our current situation. mathematical equations in my head , and One day this client decided he would do Taking charge I had him enter a lBO-de­ come up with the right answer. " Right. I'll an experiment to see another way in which gree turn, which at this point had to be agree that at least he thought he had the the STOl kit affected the airplane 's per­ done on the instruments, as our forward right answers. formance. Without consulting anyone on visibility had dropped to almost nothing al­ For this particular pilot the problem was the ground he took off and began to climb though we could still see down . As we not that he could not apply the antidote to his up over the airport. And he climbed ... and exited the snow squall I entered a disserta­ attitude; he couldn 't accept the fact that he he climbed . After a while he was barely visi­ tion on the risks that he had just exposed had a serious hazardous attitude in the first ble from the ground. This airplane, although us to. But apparently this fell on deaf ears. place. Even with numerous people telling him able to land and take off in rather short dis­ Although this pilot was in his late fifties, his of the risk to which he exposed himself, he tances , was not a rocket ship in climb . mentality was that of a teenager. A mental­ continued to do it. What finally saved his ba· Slowly the airplane's best rate and best an­ ity that says: "It can 't happen to me! I'm con was a woman he fell in love with. gie climb speeds converged as he got immortal! " When my ex-wife said to me , "It's me or closer and closer to the service ceiling of Whereas I was able to teach this pilot the airplane ." I had to say, "Gee , I sure am his little aircraft. Determining the increase good stick and rudder skills, I was unable gonna miss you! " But when the ladylove of in service ceiling and then finally the ab­ to convey upon him the requirements of the aforementioned pilot gave him the same solute ceiling was his self-imposed mission. good aeronautical decision making. ultimatum, his old Mooney quickly went on Who knows how long it took him to climb Throughout the rest of our training together the auction block. Since he had refused to above 12,500 feet (any time spent above I would attempt to reinforce the lessons we accept the fact that he had some hazardous this altitude beyond 30 minutes requires had learned that snowy day in the moun­ attitudes that were seriously threatening his oxygen for flight crewmembers, per regula­ tains of New Hampshire, but apparently I safety, this was probably the best thing that tion), or above 14,000 feet (oxygen all the was unsuccessful. As the saying goes: "you could have happened to him . time) before he finally reached that point can lead a horse to drink .. .but you can 't I certainly hope that all of you reading where the airplane would no longer climb. I make him water" or something to that ef­ this article are not of like character. We all, do know, however, that he did not have oxy­ fect. So it is with many pilots. No matter including myself, harbor at least one, if not gen on board his airplane. Not only was he how hard one tries it is sometimes impossi­ more, hazardous attitudes within our being. demonstrating the hazardous attitude of ble to teach good decision-making habits. learning to recognize that fact, then learn­ anti-authority, but he was also risking his As I have said in the three previous arti­ ing the antidote to the attitude, and, most life as he demonstrated the hazardous atti­ cles, the difficulties with hazardous importantly, applying that antidote will keep tude of invulnerability. attitudes are threefold. First we must recog­ us flying a lot longer. If you are one of those After hearing of his foolish exploit I sadly nize the fact that we harbor the attitude in people who feel invulnerable, you need to had to admit to myself that I had failed in the first place. Second we must learn the remind yourself that the truth of the matter trying to foster safe flying habits in this pi­ antidote for the hazardous attitude, and is: It can happen to you! Applying this anti­ lot. This same person, as a student pilot of then, finally, we must apply the antidote. dote to your attitude will be one of those mine, had demonstrated the very same The antidote for the attitude of invulner­ things to help you transition from being a hazardous attitude of invulnerability on a ability is: " It could happen to me ." But if good pilot, to being a GREAT pilot. I hope dual cross-country flight we had taken . It you carry feelings of omnipotence and in­ you are up to the task! was a winter day, and there were scattered vincibility within yourself you will probably Doug flies a 1947 PA -12. He is the snow showers about. One of these snow have a real hard time convincing yourself 2004 National Certificated Flight Instruc­ showers lay directly in front of us as we that yes , it certainly could happen to you. tor of the Year. Visit his website: flew towards our destination. I waited for I can 't help but think of another pilot I www.dsflight.com.

VINTAGE AIRPLANE 2 5 SEPTEMBER IS-Middletown, OH-Middletown FLY-IN CALENDAR Municipal Airport[MWOI "Chris Cakes" Pan­ cake Breakfast Fly-in, 8am - 12n. Sponsored by the Middletown Aviation Club. Info: Bob 513­ 422-9362.SEPTEMBER 18-19--Rock Falls, IL-Whiteside County Airport (SQI). North Cen­ tral EAA "Old Fashioned" Fly-In. Forums, workshops, fly-market, camping, awards, food & exhibitors. Fun for the entire familv. Free admis­ sion for all. Sunday, Sept. 19th Sup~r Country Breakfast. Pancakes, ham, sausage, eggs, fruit cup, juice, coffee, and milk. Info: IVwIV.nceaa.org. SEPTEMBER 23-26--EI Cajon, CA-Gillespie Field. 22nd Annual West Coast Travel Air Reunion. Info: Harry, 619-583-0758. SEPTEMBER 2S-Hanover, IN-Lee Bottom Flying Field (641). Wood, Fabric, & Tailwheels Fly-In. The name says it all ... come and see us, you'll be Tile fol/owing list ofcoming events is fllrnished to Ollr readers as a matter ofinformation only and does not amazed how friendly and lai d back "our family" constitute approval, sponsorship, involvement, control or direction of any event (fly-ill, seminars, fly mar­ is. Food and camping available. A certified half­ ket, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, fast aircraft asylum (certificate #1). Info: 812-866­ Oshkosh, WI 54903-3086. Or e-mail the information to: [email protected]. Information should be received 3211 or www.leebottom.com. SEPTEMBER 2S-Topping, VA-Hummel Air Field. four months prior to the event date. Wings & Wheels. Car & Air event featuring the Hardee's Air Team, antique cars & planes, plus JULY 17-Zanesville, OH-Parr Airport. EAA Ch. 425 SEPTEMBER 4-Marion, IN- 14th Annual Fly-In Cruise­ fire apparatus, tractors & engines, arts & crafts Fly-In, Drive-In. 8 am pancake, sausage and egg In, Marion Municipal Airport. Event features of all types. Awards. Grounds open at 6am. breakfast. Lunch served 11 am-2 pm. Info: 740­ antique, classic, contemporary, homebuilt, ultra­ Parking $5. Special gift for first 200 entries. Call 454-0003 light, & warbird aircraft and vintage cars, trucks, for registration costs. Info: 804-758-4330, JULY 17- Henning, MN-Henning Municipal Air­ motorcycles, and tractors. Pancake Breakfast. itl([email protected], or IVWW.willgsalldwlIeeis.lIs. port (OSY). 21 st Annual Fly-in, Drive-in Info: ray;[email protected] or SEPTEMBER 25-2S-Nashua, NH-Boire Field, adjacent Breakfast. 7am-1 pm. Adults $5, Children 6 & www.FlylnCruiselll.coIIl to the College. Daniel Webster College 2004 Avia­ under $1.50. Free breakfast to PIC. Friday Night SEPTEMBER4-Prosser, WA-EAA Ch. 391's 21st tion Heritage Festival. Aircraft, speakers, activities. Pilot's BBQ at 6pm. 100 LL fuel available. Clas­ Annual Labor Day Weekend Posser Fly-In. Info: Adult admission is $15, children 6-12 are $7, and sics, ultralights, warbirds, vintage. Airplane 509-735-1664. children under 5 get free admission. Special dis­ rides donation $12/person. Door prizes 8­ SEPTEMBER 4-Zanesville, OH-Parr Airport. EAA Ch. counts for families, seniors, veterans, and groups_ noon. Info: 218-583-2270 or 218-583-9092. 425 Fly-In, Drive-In. 8 am pancake, sausage, egg Info: 603-577-6625 or www.dwc.edll. JULY IS-Algona, lA-Algona Municipal Airport. breakfast. Lunch served II am-2 pm. Info: 740­ SEPTEMBER 26--Simsbury, CT-S imsbury Airport Algona Pilots Association Fly-In. 6 am-I pm. Info: 454-0003. (4B9). 20th Annual Simsbury Fly-In sponsored Dean 515-332-4012. SEPTEMBER 4-Bremerton, WA- Bremerton Nat'! by Simsbury Flying Club and EAA Ch. 324. The JULY 2S-0shkosh, WI-Vintage Aircraft Airport (PWT). 8th Annual Fly-In. Held concur­ largest aviation event of its kind in New Eng­ Association Picnic during AirVenture 2004. rently with the City of Bremerton's Annual land. Live music, a contingent of restored Wednesday evening. The tram will start taking peo­ Blackberry Festival (free shuttle to/from). Pan­ military vehicles, flybys of interesting aircraft, ple from the Red Barn over to the Nature Center at cake Breakfast 9am, Blackberry pie all day at judging of aircraft in 15 categories. No admis­ 5:30 pm. Tickets must be purchased in advance at the renown Airport Diner. Flightline display. sion fee. Info: Bill Thomas 860-693-4550, the VAA Red Barn. Each year has been a sell-out, Prizes for: Best Antique; Warbird, homebuilt; [email protected]. purchase your tickets as soon as you arrive on site! classic; greatest distance flown for the event; OCTOBER 1-3--Pottstown, PA- Pottstown Municipal The meal will be catered by the same great cook as People's ChOice, people voting eligible for $100 Airport (N47), Bellanca-Champion Club East the past few years. Type Clubs may purchase tickets drawing. judging: Noon-2pm. Coast Fly-In. Info: 518-73 1-6800, for their group and we will reserve tables for those SEPTEMBER 4-6--Cleveland, OH-Burke Lakefront Air­ [email protected], or clubs who wish to sit together. Info: Theresa Books, port. 2004 Cleveland Nat'l Air Show. Exciting air www.bel/arIca-ciwmpionc/llb.col1l. 920-420-6110 or tbooks!!;Vaa.org. shows and displays. Finish line for U.S. Air Race OCTOBER I -3--Darlington, SC-VAA Ch. 3 Fall Fly­ JULY 30-0shkosh, WI-US Moth Club Annual Inc's Nat'l Air Race and Air Cruise (CA to Cleve­ In. All Classes welcome, BBQ Friday, Aircraft Dinner during AirVenture 2004. Pioneer Inn near land) celebrating the 75th Anniversary of judging/Banquet Sat. Info: jim WilSOll 843­ Lake Winnebago. Cocktails 6:30 pm, dinner 7:30 Cleveland's Nat'l Air Races of 1929. Info: 216-781­ 753-7138 or [email protected]. pm. Directions distributed during Moth Forum 0747 or www.cleveialldairshow.colll. OCTOBER 2-3--Midland, TX- Midland Int'I Airport, Friday morning or by email. Please RSVP to: SEPTEMBER 6-12-Galesburg, ll,-Galesburg Municipal AIRSHO 2004, Commemorative Air Force HQ. Steve Betzler, sbetzler@elllpireievel .colII. Airport (GBG) Drd Nat'l Stearman Fly-In. Info: 432-563-1000, est. 2231 or AUGUST 13-1S-Alliance, OH- Alliance-Barber Airport Everything Stearman! Fun and camaraderie. p"[email protected]. \ (2Dl). 6th Annual Ohio Aeronca Aviators Fly-ln. Aerobatic, formation, short-field takeoff and OCTOBER 13-17-Tullahoma, TN-Beech Party 2004, A Breakfast Sat 15: Sun. 7-11 am by EAA Ch. 82. spot-landing contests. Aircraft judging and Bonanza. Sponsored by the Staggerwing Museum Primitive camping on field, local lodging avail­ awards. Technical seminars. Aircraft parts & sou­ Foundation, Twin Beech 18 Society, and able. All welcome. Info: 216-337-5643, venirs for sale. Dawn patrol and breakfast. Bonanza-Baron Museum. Owners and enthusiasts [email protected], or www.oaafly-ill.ClJI1l. Lunch-time flyouts. Pizza party. U.s.O. show. welcome. Info: 931-455-1974. AUGUST 14-Cadillac, MI- Wexford County Airport Anual banquet. Info: Betty 309-343-6409, NOVEMBER 4-Madison, WI- Blackhawk Airport (CAD), F1y-In/Drive-In Breakfast, EAA Ch. 678. stearmal1@5tearman(1yin.co11J, or (87Y). EAA Ch. 93 Annual Chili Fly-In. 11 am ­ Info: 231-779-8113, ;[email protected]. www.stearmall{lyin.col1l. 2:00 pm. Info: jim [email protected]. AUGUST 21- Newark, OH-Newark-Heath Airport SEPTEMBER 10-12-Van Wert, OH-Van Wert (VTA). EAA Ch. 402 Fly-In Breakfast. Info: Tom, County Regional Airport. Festival of Flight 740-587-2112, tm((iila/illk.colII. 2004, Sentimental journey. This year's festival AUGUST 21- Broomfield, CO-jefferson County is a celebration of the heroes of WWll. Vintage Airport. 8th Annual jeffCo Aviation Assoc. Fly-In, planes, airshows, music, tlea market} demon­ 7am-noon. Trophies awarded in 9 classes. strations, exhibits, contests, food. Info: Drawing for a free flight in Dick jones T-6. Info: 419-232-4500 or ;[email protected]. JULY 27·AUGUST 2 Daril 303-423-9846. SEPTEMBER 11-12-Bayport, NY-Brookhaven Calabro EM AirVenture Oshkosh AUGUST 22-Madison, WI-Blackhawk Airport (87Y). Airport. Annual Fly-In of the Antique Airplane Oshkosh, WI (OSH) Brat & Bean Feed. 11 am - 3 pm. Info: jim, Club of Greater New York. Awards for various cat­ www.airventure.org [email protected]. egories, flea market, hangar party. Info: Roy AUGUST 27-29-Mattoon, IL-Coles County Airport 631-589-0374. SEPTEMBER 18-19 (MTO). 2004 Luscombe Fly-In. Forums, SEPTEMBER 12-Mt. Morris, IL- Ogle County Airport Virginia State EM Fly-In Luscombe judging, shower, camping, electrical (C55). Ogle County Pilots and EAA Ch. 682 Fly­ Petersburg, VA (PTS) hook-ups. $50 distance award. Info: jerry 217­ In Breakfast. 7am-noon. Info: 815-732-7268. www.vaeaa.org 234-8720. SEPTEMBER IS-Bartlesville, OK-48th Annual OCTOBER 1-3 AUGUST 27-29-Sussex, Nj-Sussex Airshow. Tulsa Regional Fly-In. Info: Charlie Harris 918­ Southeast EM Regional Ry-In Experimentals, Ultralights, Warbirds. Info: 973­ 622-8400. Evergreen, AL (GZH) 875-7337 or www.slIssexairportillc.colII. SEPTEMBER IS-Ghent, NY- Klinekill Airport www.serfi.org AUGUST 2S-Niles, MI- jerry Tyler Memorial Airport (NY1), EAA Ch. 146 Fa ll Fly-In Pancake (3TR). VAA Ch. 15 will host its annual Corn and Breakfast, 8:30-noon, $5. Fly-in or drive-in, all OCTOBER 7-10 Sausage Roast, l1am-3pm. Coffee and donuts for welcome_ (Gas available at Columbia County Copperstate EM Regional Fly-In early arrivals. Rain Date: 8/29. Info: Len, 269-684­ Airport, IBI.) Rain date 9/19. Info: 518-758­ Phoenix, AZ (A39) 6566 or [email protected]. 6355 or www.eaa146.org. www.copperstate.org

26 JULY 2004 ~ss IT TO BUCK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5 P.O. Box 424, UNION, IL 60180 Asticking valve

How many of us have had a oil about every 50 hours or less if it rattle around, and you'll be looking rough-running engine when we first looks really dirty, you've worked it for an airfield. start? Maybe it lasted only a short hard, or you're flying off a dirty, The old early Wright Whirlwind, time, two or three minutes at the dusty field. Keep that air filter clean, Kinner, and Warner radials didn't most, or maybe even up to the time too; sucking in dirt through the in­ have overhead oiling. Prior to we do our run-up and magneto duction system can do nasty things. every flight it was standard proce­ check. Extra throttle seems to cure With a pressure screen filter, like dure to grease the rocker arms, oil the problem, and we came out here most of the older engines, don't go up the valve stems, cross your fin­ to fly, so let's do it! past 25 hours. gers, and go! Could be we had a sticking valve. A good practice is to change the They got oil and grease all over When was the last time you flew? oil every four or five months the airplane: the windshields, the pi­ How long has the engine been sitting? whether you have reached the time lot, and anything and everyone in This could be critical in diagnos­ limit or not. The cleaning function the propwash. When the oil and ing the reason for the roughness. A of the oil is abrogated by long-term blobs of grease stopped slobbering, little rust or maybe some varnishing inactivity. The dirt precipitates out, you'd better be near your destina­ on the valve stem? Both of these can lying in the bottom of the case and tion or an aUXiliary field because occur when the engine has been idle in all the little cavities in the engine, sure as shootin' a valve was soon to and not run for a period of time. and a cold start will see this gunk start sticking. And this can happen in as little as a chasing all through the engine. If you were lucky, it stuck open. week or 10 days. What does oil cost? Not much The pushrod would fall out, and you Clearance between the guide and when you consider the cost of an were short one cylinder and getting the valve stem is critical. Any debris engine overhaul along with the some popping back through the in­ that fouls up that clearance can in­ downtime or, even worse, a forced duction system. Land, get the oil hibit proper operation. landing someplace you didn't want can and lube the devil out of it and Today's super-refined oils help a to be. all the rest of them, shoot some lot. The old straight weight mineral Back to the sticking valve. A grease into the rockers, and you oils didn't have the fancy additives worst-case scenario is to have that were on your way again. we have nowadays, and these mod­ valve stick closed. When that hap­ So much for the old days. Now ern oils do minimize the tendency pens, something's got to give. The we have pressure-Iubed valve trains, of stem and guide contamination. pushrod may bend trying its best to sophisticated oil, and if you're using They also assure that the oil does its open that valve. When it does, it'll 100LL fuel, plenty of lead to help three jobs. We all know oillubri­ take out the pushrod shroud or tube. lube those valve stems. cates, that the circulation helps Oh man! Now we have a bad oil If your engine tells you it has a cooling, and that oil suspends con­ leak. That pushrod tube is the oil re­ bellyache, do something about it. taminates, keeping the engine turn line from the rocker arm lube Check out the possible ailment. interior clean. The black you see af­ system. Break that and you'll lose Maybe it isn't a valve; maybe it's just ter eight or 10 hours of running is a quantity. You won't have pressure a lead- or oil-fouled spark plug, an sign that the oil is doing its job. loss, at least not until the quantity ignition lead, or the magneto points. Back to the sticking valve. Usually gets real low. In any event, since we can't just pull it's an exhaust valve sticking. If you A valve sticking closed will some­ over to the curb and open the hood detect the problem, you can some­ times put an extraordinary load on to look for the problem make sure times head it off by changing the the cylinder head. This can cause that engine checks out and keeps oil. Keeping that oil doing its job is cracking, and we don't want that you in theak ~ your responsibility. If you have a happening either. Sticking open will Over to you, (( -;Bt1..c,}., full-flow filter, you should change cause roughness. The pushrod will

VINTAGE AIRPLA NE 27 NEW MEMBERS Mick Roberts ...... Canberra, ACT, Australia Charles Fligel ...... Butte, MT John C. Paul ...... Romsey Victoria, Australia Margaret Denmark ...... Raleigh, NC Nigel D. Carter ...... Slough Berks, Great Britain David F. Durham ...... Mooresville, NC Andrew DowIe ...... Tonbridge, England Donald Harvey ...... Concord, NC Richard Audren ...... Les Essarts Ie ROi, France Matthew King ...... Willard, NC Bernard Black ...... Surrey, Great Britain John W. Miller...... Raeford, NC Takeyuki Yamashita ...... Gunma, Japan Clarence D. Hergert ...... Scottsbluff, NE Richard Bould ...... Auckland, New Zealand Dr. Jack Shuler ...... Londonderry, NH Paul Finch ...... Ashburton, New Zealand John A. Zanchi, Jr...... Wolfeboro, NH Tony Payne ...... Auckland, New Zealand Eugene Bunt...... Keyport, NJ Jim Chapman...... Christchurch, Canterbury, New Zealand Paul Duffy ...... Woodbury, NJ Norman Giles ...... Albertville, AL David Vasenden ...... Reno, NV Gary Meldrum ...... Chino Valley, AZ ]. B. Allred ...... Skaneateles, NY Lawrence]. Portouw...... Fort Huachuca, AZ David Brennan ...... Craryville, NY Bruce E. Estes ...... Foster City, CA Neil 1. Loveless ...... Fair Haven, NY Roger 1. Hunter ...... Millbrae, CA Kurt Lozier ...... Ballston Lake, NY Steven Leisch ...... Morgan Hill, CA Joseph Walker ...... Lancaster, NY Bob Lotter ...... San Juan Capistrano, CA Konrad K. Balunek ...... Avon, OH Bob F. Oliver ...... Alamo, CA Steve Dalpra ...... Sylvania, OH Gerhard Schapp...... Riverside, CA Kenneth R. Hagen ...... Lewis Center, OH Harold Schooler ...... Chico, CA James 1. Wilson ...... Galena, OH Walter Wofford ...... Auburn, CA Charles Baker ...... Grove, OK Barry]. Hicks ...... Parachute, CO Jeremy Harris ...... Sandy, OR Robert E. Newhall ...... Boulder, CO John B. Bendig ...... Waterford, PA Victor W. Whitehead...... Parker, CO William Peblenik...... Erwinna, PA Karl Wiemer ...... Greenwich, CT Jaime Maya ...... Sabana Grande, PR Fred C. Brown ...... Treasure Island, FL James Phillip Terry ...... Cumerland, RI Sterling R. Brown ...... Lakeland, FL Lewis Myers ...... Pelzer, SC Charles J. DiPardo...... Parkland, FL Charlie Sidenstricker ...... Mt Pleasant, SC James R. Gibson ...... Polk City, FL Shope Z. Conley ...... Maryville, TN Warren 1. Hall ...... Okeechobee, FL Tom Roush ...... Tallassee, TN Jim Layman ...... Lauderhill, FL Paul Blanton ...... Austin, TX James M. Rinehart ...... Tampa, FL John Cyrier ...... Lockhart, TX Maurice Rivenbark ...... Floral City, FL Gene Di Fonso ...... Arlington, TX Robert Roknick ...... Summerfield, FL Robert Ewing ...... Jasper, TX Calvin Smith ...... Orange Park, FL Richard]. Filip ...... FayetteVille, TX W. Marsh Smith ...... Miami, FL Robert Kraft ...... Fort Worth, TX Robert H. Trumpolt ...... Port Orange, FL Johnnie Smith ...... Montgomery, TX Michael Uzlik ...... Mulberry, FL Richard P. Wingfield ...... McKinney, TX Charles Willard ...... Vero Beach, FL Joe Allman ...... Blackstone, VA Jim E. Wilson ...... Key West, FL Nolen Dean ...... Harrisonburg, VA Philip Winkler ...... Tampa, FL Michael Henderson ...... Fairfax, VA Gary D. Austin ...... Kennesaw, GA Greg Llafet ...... Arlington, VA Charles H. Bowser ...... Newnan, GA John Magyar ...... Lorton, VA Paul V. Kelley ...... Atlanta, GA Mike Martin ...... Martinsville, VA Rebecca Krengel ...... Marengo, IL Peter Schare ...... Barboursville, VA William G. Parrillo ...... Westmont, IL Andrew G. Shorter ...... Woodbridge, VA Christopher Sellers ...... Woodstock, IL Richard Sloop ...... Leesburg, VA Michael Vonic ...... Hampshire, IL Bryon R. Stewart ...... Warrenton, VA Ken Ward ...... Chicago, IL Pieter F. Wielinga ...... Hayes, VA Einer Freeburg ...... New Castle, IN Walter F. Schwarz ...... Brattleboro, VT Dennis A. Harmon...... Sullivan, IN Roland W. Smith, MD ...... Bennington, VT David R. Ward ...... Tell City, IN Mynders R. Woodruff ...... Waitsfield, VT Matt Hall ...... Garfield, KS Charles 1. Zue ...... Vershire, VT Weeden R. Nichols ...... Hays, KS Eric Gourley ...... Eastsound, WA Lynn Norton ...... Leawood, KS Jim Lang ...... Buckley, WA Dwayne E. Hargrove ...... Louisville, KY Mike Lavelle ...... Issaquah, WA Shannon Elliott ...... Lafayette, LA Roy E. Palmer ...... Mercer Island, WA James M. Fitch ...... St. Francisville, LA Daniel N. Pearson ...... Brewster, WA Loyd Mitchell...... Baton Rouge, LA Eric C. Taylor ...... Port Townsend, WA Tom E. Whiting ...... Greenwell Springs, LA Jeff Whitlatch ...... Redmond, WA Stephen Gordon Kent ...... Wenham, MA Edward O. Brannon ...... Racine, WI Theodore C. Southworth ...... South Orleans, MA John Cutting...... Belgium, WI Sharon Tinkler ...... Edgewater, MD Earl E. Janikowsky ...... Milwaukee, WI Thomas Botsford ...... Eaton Rapids, MI William D. Lothman ...... Greendale, WI Bill Conway ...... New Buffalo, MI John]. Lumley ...... Eagle River, WI Larry Hoffman ...... Coldwater, MI MaDonna 1. McMahan ...... Wausau, WI Chris C. Erickson ...... Coon Rapids, MN Charles Stephenson ...... Plover, WI Darwyn R. Haveri ...... Finland, MN Lawrence H. Hawkins ...... Parkersburg, WV Jeff Ingebrightson ...... Columbia Heights, MN Lawrence Stahl ...... Petersburg, WV Richard P. Smith ...... Gravois Mills, MO James Thrush ...... Burlington, WV Charles Wayne Brown ...... Helena, MT

28 JULY 2004 A Brief History of Stearman Aircraft Company continued from page 22 this to say about the 4E: "The Stear­ more than a year after United Aircraft man 4 is considered by some to be the took over, Stearman resigned as presi­ ultimate civil biplane in North Amer­ dent of Stearman Aircraft. He ~ ica. The Stearman 4 was the first North continued to serve on the board of VINTAGE American production aircraft to use directors until June 1931. the new aerodynamically efficient Stearman Aircraft, as an independ­ TRADER NACA engine cowl. In their heyday, ent concern headed by Lloyd Stearman, Something to buy, sell or trade? Stearman 4s were the fastest aircraft in lasted less than two years, from Sep­ Classified Word Ads: $5.50 per 10 words, Canadian skies . . . " (Canada Aviation tember 1927 to August 1929. In this 180 words maximum, with boldface lead-in website on first line. (www.aviation.nmstc.ca). brief time Stearman designed several Classified Display Ads: One column wide The only Stearman 4E flying of models of aircraft that saw service with (2.167 inches) by 1,2, or 3 inches high at those built for Standard Oil of Cali­ American and Canadian air mail carri­ $20 per inch. Black and white only, and no fornia is NC785H. It was restored by ers, corporations, and also private frequency discounts. Advertising Closing Dates: 10th of second Posey brothers at Pitcairn Aviation owners. The Model 4 aircraft, particu­ month prior to desired issue date (i.e., January in Robbinsville, New Jersey (1999­ larly those built for Standard Oil of 10 is the closing date for the March issue). VAA 2003). Extensive research combined California with speed fairings and reserves the right to reject any advertising in with Mike Posey"s painstaking at­ wheel pants, represents the pinnacle of conflict with its policies. Rates cover one inser­ tion per issue. Classified ads are not accepted tention to detail make this an almost biplane design. As antiques, some via phone. Payment must accompany order. breathtakingly beautiful example of might deem them obsolete today-in Word ads may be sent via fax (920-426­ 1930 design brought back to fly once the manner one might consider a Due­ 4828) or e-mail (cla ssads @eaa .org) using again. senberg or Bugatti obsolete. The credit card payment (all cards accepted). In ­ clude name on card, complete address, type of Stearman name and legend fly on. card, card number, and expiration date. Make Stearman 4E Specifications checks payable to EAA. Address advertising (w/420·hp Wasp) Bibliography correspondence to EAA Publications Classified Stearman Aircraft Order and Delivery Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 Ledger (courtesy of Walt House, Kansas Aviation Museum) BABBln BEARING SERVICE - rod bearings, main Walter ""Doc"" Eefsen Memoirs bearings, bushings, master rods, valves, piston (courtesy of Marie Eefsen) rings. Call us Toll Free 1/800/233-6934, e-mail [email protected] Website www.ramengine.com Bruce Bissonette, The Wichita 4: VINTAGE ENGINE MACHINE WORKS , N. 604 Cessna, Moellendick, Beech & Stear­ FREYA ST., SPOKANE, WA 99202. Fuel: 106 gallons man, Aviation Heritage 1999 Airplane T-Shirts Oil: 10 gallons Peter Bowers, Fly­ Wings ofStearman, 150 Different Airplanes Available Gross weight: 3936 pounds ing Books International 1998 WE PROBABLY HAVE YOUR AIRPLANE! Useful load: 1510 pounds D. D. Jackson et ai, Flying the Mail, www.airplanetshirts.com Payload: 629 pounds Time-Life Books 1982 1-800-645-7739

Wingspan: Upper 38 feet Lower 28 feet Joseph Juptner, u. S. Civil Aircraft Se­ THERE'S JUST NOTHING LIKE IT Length: 26 feet 4 inches ries, vols. 1-3 Aero Publishers 1962 ON THE WEB!! Height: 10 feet 2 inches The Tradewind, February 1930, p. 10 www.aviation-giftshop.com Maximum speed: 158 mph Stearman Aircraft Company advertis­ A Website With The Pilot In Mind (and those who love airplanes) Cruise speed: 130 mph ing pamphlet Aero Digest October 1930, p.28 Warner engines. Two 165s, one fresh O.H., one On August IS, 1929, Stearman Air­ low time on Fairchild 24 mount with all acces­ craft was acquired by United Aircraft sories. Also Helton Lark and Aeronca C-3 Biplane Odyssey, Flying the Stear­ project. Find my name and address in the and Transport. Stearman stayed on man to Every U.S. State and Officers and Directors listing and call while his favorite design, the Model Canadian Province in North Amer­ evenings. E. E. "Buck" Hilbert. 4, was delivered to private, corporate, ica, by Alan Lopez, 382 pages with and air carrier owners. He was also at Flying wires available. 1994 pricing. Visit color photographs is available www. f/yingwires.com or caIi SOO-517-9278. work on several new designs for the from Mountain Press, P.O. Box company. However, the Depression 507, Princeton, NJ 08542 or For Sale - 1939 Spartan Executive, 3500TT, was taking a tremendous toll on www.BiplaneOdyssey.com for $25, 10 SMOH. 21 4-354-6418. American business and the aircraft plus $3 shipping per copy. New TIRES, 26x6, 8 ply. , 3 Diamond tread, 1 block industry was no exception. Further­ Jersey residents add 6% tax. The tread, $200 all. 650-348-1449. more, Stearman began to chafe in the author will autograph the book unaccustomed role of corporate em­ on request. UC-78 cowling, front and boot. $1500. 734­ 426-4038 ployee. In December 1930, a little VINTAGE AIRPLANE 29 VINTAGE Membership Services Directory_ AIRCRAFT ENJOY TH E MANY BENEFITS OF EAA AN D ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www.eaa.org and ',ttp://www.airventure.org E-Mail: vintage @ eaa.org President Vice-President Espie "Butch" Joyce Geo rge Daubner 704 N. Regional Rd. 2448 Lough Lane EAA and Division Membership Services Flight Advisors information .... 920-426-6864 Greensboro, NC 27409 Hartford, WI 53027 336·668·3650 262·673·5885 800-843-3612 ...... FAX 920-426-6761 Flight Instructor information... 920-426-6801 [email protected] [email protected] (8:00 AM-7:00 PM Monday-Friday CST) Flying Start Program ...... 920-426-6847 Library Services/Research ...... 920-426-4848 Secretary Treasurer • New/renew memberships: EAA, Divisions Steve Nesse Charles W. Harris (Vintage Aircraft Association, lAC, Warbirds), Medical Questions, ... , ...... 920-426-6112 2009 Highland Ave. 7215 East 46th St. Technical Counselors ...... 920-426-6864 Albert Lea, MN 56007 Tulsa, OK 74 147 National Association of Flight Instructors 507·373·1674 918·622·8400 (NAFl) Young Eagles, , , , , , , , , .. , , , .. 877-806-8902 [email protected] [email protected] • Address changes Benefits • Merchandise sales AUA Vintage Insurance Plan .... 800-727-3823 • Gift memberships EAA Aircraft Insurance Plan ",866-647-4322 DIRECTORS Term Life and Accidental ...... 800-241-6103 Steve Bender Dale A. Gustafson Programs and Activities Death Insurance (Harvey Watt & Company) 85 Brush Hill Road 7724 Shady Hills Dr. Sherborn, MA 01770 Indianapolis, IN 46278 EAA AirVenture Fax-On-Demand Directory Editorial ...... 920-426-4825 508·653·7557 317·293·4430 · ...... 732-885-6711 ...... FAX 920-426-4828 sst lO@<:omcast.net [email protected] Auto Fuel STCs ...... 920-426-4843 • Submitting article/ photo David Bennett Jea nnie Hill Build/restore information ..... 920-426-4821 • Advertising information P.O. Box 1188 P.O. Box 328 Roseville, CA 95678 Harvard, Il 60033·0328 Chapters: locating/organizing, 920-426-4876 916·645·8370 815·943·7205 Education ...... , .... , 888-322·3229 EAA Aviation Foundation [email protected] [email protected] • EAA Air Academy Artifact Donations ...... 920·426-4877 John Berendt Steve Krog • EAA Scholarships Financial Support ...... 800-236-1025 7645 Echo Point Rd. 1002 Heather Ln. Cannon Falls, MN 55009 Hartford, WI 53027 507·263·2414 262·966·7627 mj bfch [email protected] sskrog®aol.com

Robert C. "Bob" Brauer Robert D. " Bob" Lumley 9345 S. Hoyne 1265 South 124th St. MEMBERSHIP INFORMATION Chicago, IL 60620 Brookfield, WI 53005 AVIATION magazine not included). (Add $15 773·779·2 105 262·782·2633 EAA photopilot@aol,com [email protected] Membership in the Experimental Aircraft Associ­ for Foreign Postage.) ation, Inc. is $40 for one year, including 12 issues of Dave Clark Gene Morris 635 Vestal Lane 5936 Steve Court SPORT AVIATION. Family membership is available WARBIRDS Roanoke, TX 76262 Plainfield, IN 46168 for an additional $10 annually. Junior Membership Current EAA members may join the EAA War­ 317·839·4500 817·4 91·9110 (under 19 years of age) is available at $23 annually. davecpd®iquest.net [email protected] birds of America Division and receive WARBlRDS All major credit cards accepted for membership. magazine for an additional $40 per year. John S. Copeland Dean ruchardson (Add $16 for Foreign Postage.) 1A Deacon Street 1429 Kings Lynn Rd EAA Membership, WARBIRDS magazine Northborough, MA 01S32 Stough ton, WI 53589 and one year membership in the Warbirds Divi­ 508·393·4775 608·877·8485 VINTAGE AIRCRAFT ASSOCIATION copeland [email protected] [email protected] sio n is available for $50 per year (SP OR T Current EAA members may join the Vintage AVIATION magaZine not included). (Add $7 for Phil Coulson Geoff Robison Aircraft Associaton and receive VINTAGE AIR­Foreign Postage,) 28415 Springbrook Dr. 1521 E. MacGregor Dr. PLANE magazine for an additional $36 per year. Lawton, MI 49065 New Haven, IN 46774 269·624·6490 260·493·4724 EAA Membership, VINTAGE A IRPLANE rcoutsonS [email protected] [email protected] magaZine and one year membership in the EAA EAA SPORT PILOT Vin tage Aircraft Association is available for $46 Current EAA members may add EAA SPORT Roger Gomoll S. H. " Wes" Schmid per year (SPORT AVIATION magazine not in­ PILOT magaZine for an additional $20 per year. 8891 Airport Rd, Box C2 2359 Lefeber Avenue Blaine, MN 55449 Wauwatosa, WI 53213 cluded). (Add $7 for Foreign Postage.) EAA Membership and EAA SPORT PILOT 763·786-3342 414·771·1545 magazine is available for $40 per year (SPOR T pledgedrive<....amsncom shschmid@mi lwpc.com AVIATION magazine not included). (Add $16 lAC for Foreign Postage.) Current EAA members may join the Interna­ tional Aerobatic Club, Inc. Division and receive DIRECTORS SP OR T AER OBATICS magazine for an addi­ FOREIGN MEMBERSHIPS tional $45 per year. Please submit your remittance with a check or EMERITUS EAA Membership, SPOR T AER OBATICS draft drawn on a United States bank payable in Gene Chase E.E. "Buck" Hilbert United States dollars. Add required Foreign 2159 Carlton Rd. P.O. Box 424 magazine and one year membership in the lAC Oshkosh, WI 54904 Union, IL 60180 Division is available for $55 per year (SPORT Postage amount for each membership. 920·231·5002 815·923·459 1 [email protected] [email protected] Me mbership dues to EAA and its divisions are not tax deductible as charitable contri butions.

Copyrighl ©2004 by Ihe EM Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091·6943) IPM 40032445 is publisheo and owneo exclusively by the EM Vinlage Aircraft Association of the Experimental Aircraft Association and is publisheo monthly at EM Aviation Center, 3000 Poberezny Rd., PO. Box 3086, Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid al Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes 10 EM Vintage Aircraft Association, PO. Box 3086, Oshkosh, WI 54903·3086. Return Canadian issues to Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken . EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeralion is made. Malerial shouk] be sent to: Editor, VINTAGE AIRPLANE, PO. Box 3086, Oshkosh, WI 54903·3086. Phone 920/426·4800. EM® and SPORT AVIATlO ~, the EM Logo® and Aeronautica Tl

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