MARCH/APRIL 2015
Q.E.D.
•Stearman Golden Jubilee •Mohawk 1929 WACO •Affordable Antique Airplanes The new Ford Expedition delivers outstanding performance and efficiency This is, by far, the most powerful and fuel efficient Expedition ever, thanks with an ideal combination of capability, technology and design – taking its to its new state-of-the-art 3.5L EcoBoost®, twin-turbocharged, direct- place on the road in a most compelling way. injection engine, delivering 365 hp and 420 lb.-ft. of torque. Expedition offers convenience features from a system that makes accessing The new 2015 Expedition – engineered to deliver more of what you expect in and starting your vehicle virtually effortless to advanced SYNC® connectivity a full-size SUV. that can put you in touch with life on the road with simple voice commands. New also are the unique ride quality features of the sophisticated Continuously Controlled Damping Suspension System, now available for The Privilege of Partnership the first time in a Ford model, as well as the experience of steering feel and EAA members are eligible for special pricing on Ford Motor Company control that the Electric Power-Assist Steering (EPAS) System provides. And vehicles through Ford’s Partner Recognition Program. To learn more on this driving a new Ford Expedition is not only easy, but enjoyable as well with exclusive opportunity for EAA members to save on a new Ford vehicle, the 390-watt Audio System from Sony®. please visit www.eaa.org/ford. When it comes to delivering the capability you need, Expedition is engineered to exceed your expectations. It can accommodate up to eight passengers in comfort, haul lots of cargo when called upon to do so and do things that many other passenger vehicles can’t, like towing a boat or trailer weighing up to 9,200 pounds, when properly equipped.
2015-Mar_Expedit_EAA_Divis_Ad.indd 1 1/19/15 1:01 PM Vintage Airplane Straight & Level STAFF GEOFF ROBISON EAA Publisher /Chairman of the Board VAA PRESIDENT, EAA 268346, VAA 12606 ...... Jack J. Pelton Editor ...... Jim Busha ...... [email protected]
VAA Executive Administrator. . Erin Brueggen A year of upgrades to the VAA 920-426-6110...... [email protected] Art Director...... Livy Trabbold convention site ADVERTISING: Vice President of Business Development Dave Chaimson...... [email protected]
Oh, how I long for some warm mild breezes blowing Advertising Manager through the hangar door. I know you hear me say this every year at this Sue Anderson...... [email protected] time, but hopefully we’re getting closer to some milder temperatures Business Relationship Manager here in the Midwest soon. Tomorrow would be a good time to start Larry Phillip...... [email protected] this! It won’t be long now before our dedicated work weekend volun- teers begin their monthly pilgrimage to Oshkosh to perform a myriad VAA, PO Box 3086, Oshkosh, WI 54903 Website: www.vintageaircraft.org of maintenance and convention site improvements we have planned for Email: [email protected] this year. We currently are planning a complete revamp of the south- west corner of Vern Avenue and Wittman Road. The old Membership VISIT and Volunteer booths will be replaced with newly constructed facilities www.vintageaircraft.org with a covered deck on each structure. We experienced some pretty for the latest in information and news serious direct line winds this past November that resulted in some se- and for the electronic newsletter: rious damage of the VAA marquee sign on that corner. As a result, we Vintage AirMail decided to reconstruct the entire entryway to the Red Barn and the Vintage Hangar. I think you will like what the volunteer maintenance VINTAGE AIRCRAFT ASSOCIATION crew has planned for this area. We are also planning on some extensive Current EAA members may join the Vintage upgrades to the Tall Pines Café facilities this spring that are certain to Aircraft Association and receive VINTAGE AIR- enhance your dining experience there. Come check us out! Our work PLANE magazine for an additional $45/year. parties are scheduled for April 24-26, May 29-31, and June 26-28. EAA Membership, VINTAGE AIRPLANE E-mail the chairman of Vintage Maintenance, Michael Blombach, at magazine and one year membership in the [email protected] if you decide to come out and assist! EAA Vintage Aircraft Association are available Holy cow, I hope you all had the chance to look over the January/Feb- for $55 per year (SPORT AVIATION magazine not included). (Add $7 for International Postage.) ruary issue of the Vintage Airplane magazine. I am convinced that this was so far the best issue of our publication yet to hit the memberships’ FOREIGN MEMBERSHIPS mailbox. The reaction from our members continues to be very positive Please submit your remittance with a and quite complimentary. Our editor, Jim Busha, and his “A-Team” from check or draft drawn on a United States the VAA and EAA publications department deserve extensive accolades bank payable in United States dollars. Add for all of their efforts in putting that issue together. They continue to required Foreign Postage amount for each set the bar higher for each issue of the magazine they produce. Many membership. thanks to our publications crew! You folks rock! Again, as always your Membership Service thoughts and comments regarding the magazine as well as the business PO Box 3086 of the VAA is very much welcome and appreciated! Please always feel Oshkosh, WI 54903-3086 Monday–Friday, 8:00 AM—6:00 PM CST free to drop us a line at [email protected] and let us know what you Join/Renew 800-564-6322 have on your mind. Remember, if you desire to communicate directly [email protected] with our editor, simply address your e-mail to Jim Busha at the above EAA AirVenture Oshkosh address, or directly to [email protected]. www.eaa.org/airventure We would really like to continue to hear your thoughts, positive or 888-322-4636 continued on page 63 www.vintageaircraft.org 1 Vol. 43, No. 2 2015 CONTENTS MARCH/APRIL 2015
18 Stearman Golden Jubilee 50 years of Stearman ownership Harry G. Balance Jr. 22 The Illusive Affordable Antique Airplane So you want to buy an airplane . . . Budd Davisson
BONNIE KRATZ 30 For missing or replacement magazines, The Moss Q.E.D. II or any other membership related ques- Re-creating an icon requires an icon to accomplish the mission tions, please call EAA Member Services Budd Davisson at 800-JOIN-EAA (564-6322). 42 ANY COMMENTS? Orphan Waco Send your thoughts to the The “Mohawk Airways” 1929 Waco Vintage Editor at: [email protected] Sparky Barnes Sargent
2 MARCH/APRIL 2015 MARCH/APRIL 2015
50 A Little Time with Little Ford Right seat in the EAA’s Ford Tri-Motor Marla Boone 52 Around the Pylons Bill Falck and Rivets Don Berliner
COVERS FRONT COVER: The Jim Moss QED graces the Wash- ington sky’s. Photo credit Lyle Jansma. BACK COVER: Jim Clark and his 1929 Waco grace the back cover. Photo by Tyson Rininger
COLUMNS 1 Straight and Level 12 Good Old Days A year of upgrades to the VAA convention site Geoff Robison 14 Art of Flying 30 The boy and the old plane The Moss Q.E.D. II 6 VAA News Sarah Wilson Re-creating an icon requires an icon to accomplish the mission Budd Davisson 9 Ask the AME 58 The Vintage Mechanic Eye Surgery Evolution of aircraft instruments, Part 1 42 John Patterson, M.D., AME Robert G. Lock Orphan Waco 10 How to? 62 VAA New Members The “Mohawk Airways” 1929 Waco Make bonded test sample Sparky Barnes Sargent Robert G. Lock 64 Vintage Trader
www.vintageaircraft.org 3 Join Friends of the Red Barn! Your support is crucial to the success of VAA’s AirVenture activities and programs
VAA members like you are passionate about each of us as individuals to be a part of supporting your affiliation with vintage aviation, and it shows. the finest gathering of Antique, Classic, and Con- You’re the most loyal of all EAA members, renew- temporary airplanes in the world. ing your VAA membership each and every year at At whatever level is comfortable for you, won’t a rate higher than any other group within the EAA you please join those of us who recognize the tre- family. We appreciate your dedication! Each year mendously valuable key role the Vintage Aircraft we give you another opportunity to strengthen Association has played in preserving the irreplace- your bond with the VAA by inviting you to become able grassroots and general aviation airplanes of a Friend of the Red Barn. the last 100 years? Your participation in EAA’s Vin- This special opportunity helps VAA put to- tage Aircraft Association Friends of the Red Barn gether all the components that make the Vintage will help ensure the very finest in EAA AirVenture area of EAA AirVenture a unique and exciting part Oshkosh Vintage programs. of the World’s Greatest Aviation Celebration. This To participate in this year’s campaign, fill out special fund was established to cover a significant the donation form by visiting our website at www. portion of the VAA’s expenses related to serving VintageAircraft.org/programs/redbarn.html to VAA members during EAA AirVenture Oshkosh, make an online contribution. And to each and ev- so that no dues money is used to support the con- ery one of you who has already contributed, or vention activities. is about to, a heartfelt “thank you” from the of- This is a great opportunity for Vintage members ficers, directors, staff, and volunteers of the Vin- to join together as key financial supporters of the tage Aircraft Association! Vintage division. It’s a rewarding experience for 4 MARCH/APRIL 2015 Donor Special Access to A “6-pack” Two Passes Breakfast at Tri-Motor OR Two Tickets Close Special EAA PHP Appreciation FORB Air-Conditioned of Cold to VAA Tall Pines Helicopter to VAA Picnic Auto Air Show Center CONTRIBUTION Certificate Badge Volunteer Bottled Volunteer Café Ride Parking Seating Access LEVELS ↓ Center Water! Party Certificate
DIAMOND PLUS 2 people, 2 tickets Full week 2 people, 2 people, X X X X X $1,500 & higher full week full week full week DIAMOND 2 people, 2 tickets Full week 2 people, X X X X X $1,000 - $1,499 full week 1 day PLATINUM 2 people, 1 ticket 2 days X X X X X $750 - $999 full week GOLD 1 person, 1 ticket X X X X $500 - $749 full week SILVER X X X X $250 - $499 BRONZE PLUS X X X X $150 - $249 BRONZE X X X $100 - $149 LOYAL SUPPORTER X $99 and under
All donors at all levels will have their name listed in Vintage Airplane magazine, on VintageAircraft.org, and at the VAA Red Barn during AirVenture. # VAA Friends of the Red Barn Name______EAA #______VAA #______Address______City/State/Zip______Phone______E-Mail______Please choose your level of participation: ____ Diamond Plus $1,500.00 or above ____ Silver Level Gift - $250.00 - $499.00 ____ Diamond Level Gift - $1,000.00 - $1,499.00 ____ Bronze Plus Gift - $150.00 - $249.00 ____ Platinum Level Gift - $750.00 - $999.00 ____ Bronze Level Gift - $100.00 - $149.00 ____ Gold Level Gift - $500.00 - $749.00 ____ Loyal Supporter Gift - ($99.00 and under) n Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) Mail your contribution to: n Please charge my credit card for the amount of: ______VAA FORB Credit Card Number ______Expiration Date ______PO Box 3086 OSHKOSH, WI 54903-3086 Signature______or contribute online at www.vintageaircraft.org/programs/redbarn.html Badges for Bronze Level and Above: n Yes, prepare a name badge to read: n No badge wanted for this year. ______First Last (Please print just as you wish your badge to read.) Certificates: n Yes, I want a Certificate n No, I do not want a Certificate for this year.
The Vintage Aircraft Association is a non-profit educational organization under IRS 501c3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.
www.vintageaircraft.org 5 VAA News
What’s happening for Vintage enthusiasts
ANNOUNCING NEW VINTAGE AWARDS gether in an area near the various activities of the FOR AIRVENTURE 2015 Vintage Aircraft Association. Customized Airplane Awards: The Contemporary Participation in the Daily Airshow—The club may category judging group of VAA has chosen to recog- be asked by EAA/AirVenture to offer several aircraft nize aircraft which have been updated to be used as to fly during the airshow and/or showcase. It is noted personal transportation aircraft while retaining the that several aircraft could possibly fly a closed circuit spirit of the EAA Vintage Aircraft Association. These to show the beauty and grace that Stinsons offer to aircraft can be modified with newer engines, propel- their care takers. It will be great to have someone at lers, avionics and other modern features to improve the announcers stand to comment on this as the fly- speed, reliability and safety, and are to have been bys take place. manufactured January 1, 1956, through December Participation in the Daily Talk at the Red Barn— 31, 1970. The awards are a Gold, Silver and Bronze We may have a freshly restored/show aircraft to be Lindy. All other judging criteria will remain the same displayed in from of the Vintage Red Barn. Their as other categories. owners will be asked to participate in a talk about the heritage of the Stinson type and flying qualities. I’m sure questions will be asked about restoration and maintenance.
Stinson Maintenance Forum As usual we hope to have a Stinson-specific main- tenance forum to discuss any new developments as well as the normal ongoing maintenance issues with our vintage aircraft.
Stinson Dinner Wednesday evening we will again board busses for the trip to Wendt’s for a great fried perch dinner and the opportunity to socialize with our fellow “Stin- soneers.” We have been doing this for a few years now and it’s always a good time. Hopefully we’ll have a few GREETINGS STINSON LOVERS more people from farther west join the normal crowd We have detailed several activities that the Stin- to add to the mass! son Club will be involved in for the 2015 “AirVenture” The Stinson Club, along with the Ercoupe Club, will event taking place on July 20-26. This will mark the be the center of the attention at VAA during AirVen- 75th anniversary of the Stinson and the 40th anni- ture, so be at EAA Oshkosh 2015 to support our group. versary of the International Stinson Club. Mass Fly-In—The Club will host, as it did in 2010, 75th ANNIVERSARY the mass fly-in from Watertown Airport. Stinsons OF THE NATIONAL ERCOUPE CONVENTION participating in the mass fly-in will be privileged to •In honor of Fred and Dorothy Weick have parking spaces up in the type club area. This •Sheboygan Falls, Wisconsin (KSBM) gives us an opportunity to display our aircraft to- •July 15-18, 2015 6 MARCH/APRIL 2015 2015 is the 75th anniversary of the Ercoupe. You Various items bearing the 2015 convention logo are cordially invited to attend the 2015 National Er- (not the 75th anniversary logo) will be sold at the coupe Convention, which will be held July 15-18 at convention, such as T-shirts, patches, and decals. the Sheboygan County Memorial Airport, Sheboygan Camping will be available on the Sheboygan air- Falls, Wisconsin (KSBM). field. Hard-surface parking for motor homes will also This will be a very special once-in-a-lifetime be provided, but without hookups. convention! All Ercoupes, Aircoupes, Alons, and We would like to have at least 75 Ercoupes, Air- Mooney M10s are invited. Many activities are coupes, Alons, and Mooney M10s attend our con- planned, including (in no special order): vention, in honor of the 75th anniversary. (One •A flight (or bus ride) to the Wisconsin Mari- hundred would be better.) time Museum in Manitowoc, Wisconsin. We will Sunday morning, July 19, all who wish to fly to tour the museum and eat lunch there before we re- EAA’s AirVenture Oshkosh (only a short distance turn to Sheboygan. away) will gather for a detailed briefing in the Avia- •Young Eagles flights at the Sheboygan airport. tion Heritage Center. We will fly in trail, with 500- •A tour of the Kohler Design Center. 1,000-foot spacing between planes. EAA will provide •A tour of the Acuity Insurance Company’s tallest us a special parking area so we can really show off flagpole in North America. our airplanes, and will do other special things for us. •A rubber chicken drop and spot-landing contest. 2015 will be the year of the Ercoupe at Oshkosh! •An open house featuring our planes at the airport Many of us will camp with our ’Coupes at AirVen- for the nonflying public. ture. If you would like to do that, but don’t want to •A Maintenance Forum in the Aviation Heritage carry your camping things in your airplane, you can Center. send them to yourself via UPS and pick them up at •A walking tour of the historic town of Sheboygan the UPS facility there. Falls. Members and nonmembers of the Ercoupe Own- •A Flying Movie Night, featuring High Road to ers Club are invited to attend. If you can’t fly to the China and an excerpt from Road to Rio. convention, please drive! •A viewing of a Wisconsin Public Television DVD called Wisconsin from the Air on another evening fol- COORDINATED BY: lowing dinner. Syd Cohen •A catered picnic lunch at Deland Park on the She- 705 Kent Street boygan waterfront. Wausau, WI 54403 •The Saturday evening banquet in the Sheboy- Phone: 715-842-7814 gan Aviation Heritage Center with a Best Ercoupe Cell: 715-573-7063 Award, Best Forney Award, Best Alon Award, Best Email: [email protected] Mooney M10 Award, Most Unique Ercoupe Award, People’s Choice Award, Longest Distance Flown by Arden Krueger ’Coupe Award, Longest Distance Flown Commercially H8734 County Road Q Award, Longest Distance Driven Award, Oldest Pilot- Wausau, WI 54403 In-Command Award, and Youngest Pilot-In-Com- Phone: 715-842-9055 mand Award. Our guest speaker at the banquet will Cell: 715-574-0319 be Jessica Cox, who, even though she was born with Email: [email protected] no arms, flies an Ercoupe, plus she is able to do ev- erything else you and I can do. She is a truly amazing person. You can get more information about her at www.RightFooted.com. Univair will supply a free T-shirt with the 75th an- niversary design shown at right to each of those who register, indicate their shirt size, and attend the con- vention. All pilots who fly in to the convention will receive a special convention plaque. Additionally, the first 100 pilots-in-command who attend will receive a free 75th anniversary hat and coffee mug. www.vintageaircraft.org 7 CALL FOR VINTAGE AIRCRAFT ASSOCIATION
Nominate your favorite vintage aviatorNominations for the EAA Vin- the present day. His or her contribution can be in the areas tage Aircraft Association Hall of Fame. A great honor could be of flying, design, mechanical or aerodynamic developments, bestowed upon that man or woman working next to you on administration, writing, some other vital and relevant field, your airplane, sitting next to you in the chapter meeting, or or any combination of fields that support aviation.The per- walking next to you at EAA AirVenture Oshkosh. Think about son you nominate must be or have been a member of the the people in your circle of aviation friends: the mechanic, Vintage Aircraft Association or the Antique/Classic Divi- historian, photographer, or pilot who has shared innumerable sion of EAA, and preference is given to those whose ac- tips with you and with many others. They could be the next tions have contributed to the VAA in some way, perhaps VAA Hall of Fame inductee—but only if they are nominated. as a volunteer, a restorer who shares his expertise with The person you nominate can be a citizen of any coun- others, a writer, a photographer, or a pilot sharing sto- try and may be living or deceased; his or her involvement ries, preserving aviation history, and encouraging new in vintage aviation must have occurred between 1950 and pilots and enthusiasts.
To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Think of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.
We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: [email protected] Remember, your “contemporary” may be a candidate; nominate someone today! Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted. •Name of person nominated. •Address and phone number of nominee. •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. •Address and phone of nominee’s closest living relative. •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fields in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.
8 MARCH/APRIL 2015 Ask the AME
JOHN PATTERSON, M.D., AME
Eye surgery
T.E. asks, “I am going to have Lasik surgery to cor- definite no-no. Contact sports should be avoided for rect my nearsightedness. Will there be a problem up to two weeks, and some ophthalmologists recom- with my next medical? What if I want to consider an mend wearing safety eyewear during sports. There ‘implantable contact’ or intraocular lens implant?” has been reported corneal flap displacement from trauma 38 months after the procedure. Lasik is con- The short answer is that Lasik is approved by the stantly being modified and improved, hence the de- FAA, and most eye procedures approved by the FDA velopment of “bladeless Lasik,” which creates the flap to correct defective vision are allowed. The pilot must with a laser and is touted to be more precise, with the meet vision standards, and vision must be stable corneal flap adhering better post-op. without side effects. Side effects may include glare or There are patients who are not candidates for halo, which impairs night vision. Lasik. Most patients over the age of 50 who have First a little history about the procedure. Radial correction of their nearsightedness will then have keratotomy (RK) was developed in 1974 in which ra- to wear reading glasses for resulting farsightedness. dial incisions were made from the pupil to the lateral Also for patients with a high degree of nearsighted- aspect of the cornea with a diamond knife in order ness, correction with Lasik would make the cornea to reshape the cornea and therefore correct visual too thin. Some patients already have a cornea that is acuity. Healing is slow and unpredictable, and risk too thin, and those persons with chronic dry eye may of infection can occur even years after the surgery. not be candidates. In some of these cases intraocu- The biggest problem is with glare and scatter of light lar lens implants (phakic IOL) may be considered as called flares especially at night. Instability of the cor- an alternative to Lasik and PRK. These lenses are im- nea can occur especially at high altitudes. planted between the cornea and the iris (colored por- In 1995 the FDA approved a procedure called pho- tion of the eye) without removing the natural lens. torefractive keratectomy or PRK. A laser is used to These then function like a contact lens, but are inside reshape the curvature of the cornea by vaporizing the eye. FAA approval is similar to cataract surgery in corneal tissue to a prescribed depth. Again side ef- which the cloudy lens is removed and an intraocular fects can be pain post-op, prolonged healing, and in- lens is implanted. creased risk of infection. Glare or halo phenomenon So the AME may issue the medical certificate for all can occur at night but much less than with RK. classes if visual acuity is stable and within standard, To further address these side effects, Lasik (laser and there is an absence of significant side effects. A in situ keratomileusis) was developed. During this report from the eye specialist or FAA Form 8500-7 procedure a flap of corneal tissue is developed using a (Report of Eye Evaluation) should be submitted with microkeratome and folded back on itself by leaving a the next medical. small hinge of tissue uncut. The excimer laser is then Just to review, vision standards are 20/20 in each used to reshape the underlying layer of cornea. Upon eye separately with or without correction for distant vi- completion the flap is then replaced over the treated sion in Classes I and II. For Class III it is 20/40 or better cornea and acts as a bandage. This avoids the major- for distant vision with or without correction. For near ity of pain post-procedure and the sandpaper feeling vision it is 20/40 in each eye separately with or without with PRK. Complications are rare, but vision can be correction in all classes. First and second class medicals affected if the corneal flap becomes dislodged or the also require an intermediate vision standard of 20/40 flap developed has a hole or defect in it. Therefore or better with or without correction, with no require- rubbing the eyes in the immediate post-op period is a ment needed for third-class airmen. www.vintageaircraft.org 9 How to?
ROBERT G. LOCK
Make bonded test sample
Whenever one bonds any substrate in an aircraft appear if you could dissect it. The Army Air Forces application it is a very good idea to make a test sam- called this the “dowel pin action.” Since the adhesive ple to be sure of an airworthy joint. There are times penetrates into the wood grain, sanding of spar splices when I mix a small batch of adhesive and bond two is avoided because sand particles will enter grain struc- pieces of spruce, plywood, or aluminum together just ture causing a possible poor joint. A spar splice should to test my expertise before actually completing the always be planed smooth and to an exact fit. job. The first discussion will be wood structures— Allow the bond to cure under correct temperature both soft and hard wood. and time, then remove clamps and put into a vise, place a parallel or C-clamp on to the opposite end from the vise and twist, push and pull until it breaks. Then inspect the bond line for evidence of wood fibers in the adhesive. The wood should break before the bond does. Bonding with epoxy adhesive is different than bonding with synthetic resin glue. Synthetic res- ins gain strength from a thin bond line, while epoxy To make a test sample of spruce, cut two or more adhesive doesn’t like real thin bond lines. And the sections that measure about 2-by-6 inches and are 3/4- clamping pressure is different—clamping pressure of inch thick. Prepare the bonding surfaces, mix the adhe- 150 psi will drive all the adhesive out of the joint, and sive, and assemble the two pieces. For synthetic resin a weak part will be the result. I don’t use epoxy ad- adhesive (Resorcinol) AC 43.13-1B recommends a hesive to bond spar splices because of this clamping pressing force of 150 psi; in other words use a good bit problem. On rib repairs I use spring clamps because of pressure. The purpose of pressure is to force the ad- they provide a positive pressure on the joint until it hesive into the wood grain, thus assuring an airworthy cures. If you use epoxy adhesive in a spar splice and clamp it with parallel or C-clamps, the pressure will drive some of the adhesive out of the joint, and when you come back later the clamps will be loose. I will continue to make spar splices using synthetic resin glue, but the number of spar splices in my future are very few if none at all. Bonding of hardwood is quite different. When I speak of hardwood I am referring to plywood—ei- bond. Above is a sketch of how a good bond line would ther mahogany or birch, which are common types 10 MARCH/APRIL 2015 Super Reliability for Your SuperCub $598 used in aircraft structure. SAVE $100 First, when possible, plywood should be bonded on the “B” side (the side that is the roughest) to promote good adhesion. When using birch plywood it is a good idea to provide some sand scratches in the areas to be bonded—just rough BC400 System • STC/PMA • PA18 & PA19 up the surface with some 180 or 240 grit sandpa- Purchase our BC400 Alternator system now thru per without removing surface material. You can the end of February and save! Includes external Controller & mounting hardware (electrical package optional). Quantities are limited. 123 E. 4th Street • Newton, KS 67114 316-283-8000 • BandC.info/VA
Aircraft Finishing Products make the same type of test sample as shown above STC’d for Certified Aircraft by gluing plywood to a spruce block of the same dimensions. After it cures, try to peel the plywood from the spruce block. Once again the bond line Safe for You, Safe for the World, Safe for Your Airplane should not fail. Or you can bond two pieces of aircraft plywood strips measuring 2-by-4 inches, overlapping at least 2 inches. Allow to cure, then try to break the sample. Upon breaking each of the wood samples, closely inspect the bond line. If there are wood fi- bers in the bond line, it’s good. If the sample failed down the bond line, then it’s not good. You can create various types of test samples. For instance, if you are gluing gussets to spruce cap strips, begin For Certifi ed Aircraft, Stewart Systems is FAA by making a couple test samples. Apply glue just as approved for use with any certifi ed fabric. you would when building a rib, using nails to apply Superfl ite, Ceconite or Polyfi ber pressure. Allow the sample to cure, and then pull it apart to check the bond line. This will most always Non-Flammable Non-Hazardous assure one that a good airworthy bond has been produced. When making repairs or fabricating a EPA Compliant new structure, mix enough adhesive to do the job Stewart Aircraft Finishing Systems plus some extra to make test samples. Clamp and 5500 Sullivan St., Cashmere, WA 98815 1-888-356-7659 • (1-888-EKO-POLY) cure with the structure, then break to destruction www.stewartsystems.aero to check for airworthiness. www.vintageaircraft.org 11 Good Old Days ds SCRAP lassifiedA From pages of what was . . . Take a quick look through history by enjoying C images pulled from publications past. BOOK
12 MARCH/APRIL 2015 Ads What would you have found . . . SCRAP lassified Western Flying, January 1941 BOOK C The Art of Flying
SARAH WILSON WILSON SARAH
The boy and the old plane
fly past him. Wishing on each one, that someday he would go with them. Wading waist-high in the wheat, watching a Cub fly away, the most unusual thing hap- pened. He heard the sound of a radial engine. How could that be? That’s not the sound a Cub makes. Just then the wind whipped a path across the wheat and waved at him. “Over here, follow me,” the wind beck- oned. He turned the corner of his curiosity, follow- ing the rumble-clicking, lope, lope, loping of the radial engine. Over the field, through the orchard, and past the old barn the sound led. It ended at the door of a shed. The boy turned the knob and peeked in. Stacked floor to ceiling, boxes and bags and parts and pieces sat motionless in the dark. Once inside, his imagina- tion opened as wide as his eyes when he saw a plane looking back at him. The boy nudged his tongue to speak up and say what he was feeling inside, “Who do you belong too?” “Planes don’t belong to anyone,” the plane replied. “Planes have caretakers. “We live longer than people. People are the only ones who think they can own things.” The boy shuffled through his mind, searching for
SARAH WILSON SARAH the best thought he could find. The boy and the old plane both wished to fly, but “If you would teach me how to fly, I would be the the plane no longer believed in wishes. It had been very best caretaker of you.” so long since it had flown—abandoned, broken, and “All children know how to fly,” the plane replied. alone—that the plane had forgotten how to believe. “It’s only after they grow up that they forget that they It’s hard to believe when you’re just parts in a shed. do. I used to fly with a little boy like you, then a care- Separated so long from the sky, it’s easy to forget taker bought me. We went to work spraying his crops. you can fly. One day he decided he didn’t need me anymore. He The boy had spent his whole life watching airplanes left me in the field, alone, on the side of the barn. I 14 MARCH/APRIL 2015 caretaker is free to fly anything, but I cannot fly with- out you.” The boy stood on his toes, and a promise lifted up from his soul. “I promise I will fly with you.” “Why should I believe you?” the plane replied. The boy extended his hand into the darkness of the shed, and a wooden wing reached out to him. “Be- cause I am your Wish Twin,” the boy answered. “Ev- eryone has a Wish Twin. Someone, somewhere, has the same wish as you. If you give your wish to them, both your wishes will come true. Wishes need help from believing to come true. Until you believe you can fly again, I will believe enough for two. How can I help you?” SARAH WILSON “Restore me,” the plane replied. waited for 55 years for a caretaker to return—believ- The boy turned the answer over and over in his ing each day I would fly. And each night when I did head, searching for the right end to his next question: not, I broke apart. Piece by piece. Now I’m just parts “How do you restore something?” in a shed. Separated so long from the sky I have for- “Patience,” the plane replied. “Planes live forever, gotten how to believe I can fly.” so time is different for us. Planes only count the min- The boy opened his heart as wide as it would go, and utes they fly. Every minute you fly adds a minute to inside he found what he was longing for. “If you would your life, so planes never die. Planes are built and trust me and be my plane, I would help you believe.” wait to be restored, again and again.” “Why should I trust you?” the plane replied. “A The boy stubbed his brain on the thought of
SARAH WILSON
www.vintageaircraft.org 15 of an old panel, was a very small clock with a set of very red hands. The boy thought it must be a special clock be- cause small things hold the biggest secrets after all. If he were going to hide magic in something, he would hide magic in something small. The boy unlocked his imagination, and a question of hope floated off the top of his head: “Tell me about the clock.” “An Eight-Day clock looks like any other clock used to keep time, but it has an extra set of red hands,” the plane replied. “You wind up an ordinary clock, and it counts time down to the end. After seven days an ordinary clock runs out of time. Then it waits to be wound back up, to start counting back down again. If planes measured their lives like people, watching the clock winding down every day, we wouldn’t want to live that way. The amount of time it takes to restore a plane can be very long. Once restoration starts there is no telling if it will be done. Res- torations need extra patience to get planes and their caretakers through
SARAH WILSON to the end. That’s where the Eighth Day comes in. The Eighth Day is forever and saw his patience coming to an end. where all the extra patience in the world is kept. “How long will I have to be patient? When will you Patience left over from all the minutes adults have be done?” forgotten to take. Adults are so busy measuring “I will be done on the Eighth Day of the week,” the their lives by workweeks and weekends. Counting plane replied. the time between their beginnings and ends. Adults The boy put his hands on his hips, and foolish have forgotten all the minutes they forgot to take pride came out of his lips: “There are only seven time for. Minutes spent wondering . . . days in a week. There is no Eighth Day. You’re pull- What do clouds feel like on your skin? ing my leg.” Does the wind know you’re coming and tell the wheat “I am not,” the plane replied. “It is the day people to wave at you? forgot. The Eighth Day is the day time stops.” If you spent your whole life in the sky, would you even- The boy tilted his head, and disbelief rolled out the tually turn blue? other side. “When will the Eighth Day begin?” Minutes spent wondering about the most won- “You never know when it’s about to begin, and you drous things. Things that planes and children always never know when it’s about to end,” the plane replied. take time to do. “The Eighth Day can last longer than your lifetime, The Eighth Day starts when you believe there is but feels like it flew by when it ends. Hidden in be- all the time in the world waiting for you. It is the day tween the moment of realization and the time of a planes remember and people forgot. The Eighth Day lifetime, the Eighth Day begins with the first move- is the day time stops and restorations begin.” ment of the red hands.” There on the left of the shed, hiding in the corner To be continued . . . 16 MARCH/APRIL 2015
Stearman Golden Jubilee 50 years of Stearman ownership by Harry G. Balance Jr. PHOTOS COURTESY AUTHOR
two other aspiring lawyers to the his Cessna 172 to fly three guys Kentucky Derby in Louisville. My from Roanoke, Virginia, over the August instant reaction was to say, “Sure, Blue Ridge and Allegheny chains 17, 2014, marked the anniversary no problem.” The more I thought of mountains to Louisville, Ken- of me having owned my Stearman, about it, the more problems it pre- tucky, regardless of what promised N1714M, for 50 years. Not a lot sented. However, when challenged, event—i.e., the Kentucky Derby— of people have owned a flying air- I have always showed a fierce lay ahead. Wes was, among other plane for that length of time, and amount of determination. things, a very conservative pilot. probably the top of the pyramid My father, who received his pi- He inculcated in me a healthy re- of those who have, have not been lot certificate in 1928, steadfastly spect for not flying single-engine Stearman owners and pilots. maintained that the most danger- airplanes at night nor in instru- It all started a long time ago. ous time in a new pilot’s life was ment conditions. He was also a The ink on my private pilot certifi- when he had flown about 100 vintage airplane enthusiast, who cate was barely dry in the spring hours. I was there. Further, I knew, taught me to fly in a J-3 Cub and of 1961. A law student from the in my heart of hearts, that the man owned a Fleet Model 2 and a Waco university I attended approached who had taught me to fly, one Wes RNF. If I can attribute any person me and asked that I fly him and Hillman, was not about to rent me who awakened the love and pas- 18 MARCH/APRIL 2015 Author with Stella, which he purchased on a first lieutenant’s salary.
ANTONIO GEMMA MORE sion for vintage aircraft in me, it isfactorily make the trip; after all, all of the feigned nonchalance that would be Wes. I was a private pilot, empowered I could muster, hoping to emulate a I was not going to risk being by the FAA to conduct such flights. seasoned airline captain, although turned down by Wes, so I drove For some reason, inexplicable to I was not sure—at that point in east across the mountains to me now, I decided to position the my life—what that was supposed Lynchburg, where I managed to airplane to Roanoke to begin the to be, we departed for someplace convince a flight school operator trip. Perhaps it was a “range” issue. west: hopefully, but not realisti- that I was an experienced pilot and I can’t recall. I had to “hide” the air- cally, Louisville, Kentucky. It was would like to rent his airplane, a plane at another hangar across the a relatively hot day, and the little Piper Tri-Pacer, for the flight to field from Wes’ to avoid him finding airplane simply did not perform Louisville. I don’t think I fooled out about it and proclaiming that very well with four big guys in it. him on the “experienced pilot” is- it was a less than wonderful idea. The mountains of West Virginia sue, but he must have needed the The day of the trip arrived, and we loomed ominous, and as we crossed money, as he agreed to my pro- all piled in a car belonging to one them, I felt that some giant hand posal. I had barely even seen a of the law students and went to was going to reach out and grab Tri-Pacer, yet after a fairly brief Roanoke. We got off to a very late the airplane, pulling it down into checkout, I was pronounced a qual- start, which made arrival in Louis- a forest of trees, never to be seen ified pilot of one, and could con- ville the same afternoon somewhat again. None of that happened of tinue my great plans for the long optimistic. However, hope springs course, and the three law students cross-country to Louisville and the eternal in the heart of man, or were chatting about how pretty the grand adventure. Never once did something to that effect. Four big mountains looked and the fact that I hide behind a glimmer of uncer- guys and baggage all piled into the they were going to the Kentucky tainty that I would be able to sat- cramped cabin of a Tri-Pacer. With Derby in a private airplane, while www.vintageaircraft.org 19 I had never seen a Stearman “up close and personal” and was totally mesmerized. I quite simply thought that it was the most beautiful air- plane I had ever seen.
I was inwardly stressed out about ventures, which were summarily plane to be tied down for the next how far we could go into the rap- interrupted by the arrival of the two days, I saw a Stearman on the idly setting sun before I ran out Tri-Pacer. Nonetheless, these teen- ramp, being prepared for flight. of ideas. Suddenly I seized upon a agers were extremely interested in I had never seen a Stearman “up friendly looking green and white the airplane, and they were char- close and personal” and was to- airport beacon and what appeared acterized by southern hospitality. tally mesmerized. I quite simply to be a reasonably long runway. One young man, whose father hap- thought that it was the most beau- Without knowing quite what it pened to be the president of a local tiful airplane I had ever seen. Still was, I settled into an approach to bank, took all of us in for the night do, for that matter. Right there, on Wise, Virginia. I made some sort and provided us with supper, a nice the spot, I knew that my life would of excuse about why I did not like bedroom in his house, and a sump- be incomplete and unfulfilled un- to fly at night over the mountains, tuous breakfast the next morning. less I owned a Stearman. and the passengers thought it was Our new friends and their parents The Kentucky Derby was quite relatively credible. I thought that deposited us at the airport the next the experience, especially for a then, and I do today. morning in order to continue our young college senior. The family of Wise was a not very large town, trip to Louisville and the Derby. one of my “patrons” was sufficiently almost to West Virginia. When I It was one relatively long leg to well connected that they had a cov- landed there were two teenaged Bowman Field in Louisville, but ered box right next to a similar one couples at the airport, most prob- we arrived in the late morning. As occupied by the governor of Ken- ably there to pursue amorous ad- soon as I had arranged for the air- tucky. It was a weekend filled with 20 MARCH/APRIL 2015 excitement in many areas. We all returned to school in the Tri-Pacer the following day, and the trip was pretty much a nonevent, as such trips are supposed to be. My life was, however, changed irre- vocably. I had to own a Stearman. Fast-forward to college gradua- tion and my subsequent career as an Army officer. I became extremely focused on two things; I wanted to become a pilot for Delta Air Lines, New paint scheme circa 1965. and I wanted to own a Stearman. I felt pretty confident that I could accomplish both goals, and worked very hard to make that happen. Ob- viously, I could not become an air- line pilot until I had completed my time in the Army, but the Stearman goal was perhaps able to be accom- plished more quickly. I was a second lieutenant, making the lofty sum of $222.38 per month. I was real- istic enough to know that I would not be able to purchase an airplane on that salary. However, some 18 months into active service, I was promoted to first lieutenant and re- feet sufficiently adroit to handle a joy to fly, and deceptively easy to ceived a $150 per month pay raise. I her on the ground; consequently, fly, save for the moments after the felt pretty certain that I could swing she was not flown very much. I landing from touchdown until one an airplane payment on that much went around the pattern a couple gets her back under control again. money, and began to shop for a of times with a man named W.G. Sometimes, in the winter when it is Stearman in earnest. Raines, and I was convinced that I too cold to fly, a friend of mine who I was literally obsessed with had to have this airplane. For the does most of my mechanical work, owning a Stearman. Consequently, lofty sum of $3,250, their asking Harold Spivey, and I are content to I studied Trade-A-Plane with great price, I subsequently became the sit in the hangar and just look at her. gravity for those airplanes within proud owner of a Stearman. After lo these many years, her beauty my budget, which was pretty Apropos of not very much, I was of line has not diminished. I have skimpy. The other proviso was that and am the only civilian owner of met some wonderful friends through they had to be more or less east N1714M. Over the years she has Stearman ownership, and in my re- of the Mississippi. I found several been quite the blessing for me. There tirement from airline and corporate potential candidates and went to were times when I felt as though I flying, the Stearman still provides look at them. Finally, I found Stella needed to sell the airplane to raise me with adequate challenge and sat- (my wife names cars and airplanes) money for college tuition for my isfaction to keep my flying interest in Greenville, South Carolina. She kids, and a plethora of other things, satisfied. I have been extremely for- was on loan to the Civil Air Patrol, but reason and common sense pre- tunate to have owned this magnifi- but seemingly on the books of the vailed, and I still have her. All of the cent airplane for 50 years. My lasting War Asset Administration Board. kids were educated, and I never had concern is finding an appropriate She was flying, but showed signs of to sell the airplane. There is noth- caretaker to succeed me in this en- neglect. I don’t think that she was ing like a little Stearman therapy if deavor who is as passionate about a very good search airplane for the all of the problems of the world ap- the airplane as I am. I am not inter- CAP, and not a lot of people had pear to be pressing in on me. She is viewing people yet. www.vintageaircraft.org 21 The Illusive Affordable Antique Airplane So you want to buy an airplane . . . by Budd Davisson
The question at hand is, “How pensive to absolutely affordable. Re- defined “antique” and is lumped in can you get into antique aircraft gardless of how you define the word with Staggerwings, Spartans, and at an affordable level?” Unfortu- there’s an antique that will fit your Travel Airs. Or, if you’re sporting a nately, as with most questions, this checkbook, Travel Air to T-Craft. little gray hair, it may be just an in- one leads to other questions. In teresting (and wildly practical) old this case, two: “How do you define The Personal Perception airplane. To later generations, re- ‘antique’?” and “What’s the defini- of “Antique” gardless of official definitions, the tion of ‘affordable’?” There’s something else that Classic airplanes are Antiques. It Let’s get the word game out of should be considered in this dis- may be heresy to say so, but antique the way first and then get into spe- cussion, and that’s the personal is in the eye of the beholder. cifics of aircraft types, money, and perception of “antique,” as opposed Bottom line: It doesn’t have to common sense. to the official definition. To many, have two moss-covered wings for it an antique-anything, airplane and to scratch the itch to own an antique. The Definitions Versus Reality: otherwise, is something that was Antique and Affordable built before they were born. If they How Complicated Do You There are actually two defini- weren’t around, it’s ancient his- Want to Get? tions of “antique”: the official, EAA tory, and to them, that makes it an Lumping Classic and “real” An- version, and an unintentional, per- antique, of sorts. That’s a perva- tiques together and looking at the sonal definition. According to the sive thought pattern that applies wide variation of sizes and types, it EAA, the definition of “Antique” to airplanes, cars, boats, and ev- has to be recognized that in some is an aircraft built on or before erything in between. A positive as- airplanes “big” doesn’t necessarily August 31, 1945. “Classic” is an pect to that way of thinking is that mean complicated (Stearman) and airplane produced between Sep- there are literally thousands of air- “small” doesn’t necessarily mean tember 1945 and 1955. planes that, while not being exactly simple (Swift). However, when we’re The definition of “affordable,” “antique,” still scratch the antique talking about bigger antiques, like regardless of what the dictionary itch. Better yet, some of the air- a Stinson Reliant, for example, al- says, is relative to the person ask- planes in that category are actually though it’s a bone-simple engine, ing the question; what is affordable practical airplanes…if there is such wings, and fuselage airplane, it still to one person is laughably unaf- a thing (sorry, just being honest). has its complexities in its flap sys- fordable to another. The size of a Case in point: To a lot of gen- tem, for instance, and, of course, dollar is invariably measured by erations, a 1950 Ford Tudor is an its big, round engine. And, its sheer how many you have to begin with. interesting old car, but not a true size means everything, from the size There is good news, however, antique. To others, it is so far out of of the hangar, to how you move it hidden in the official definition of their frame of reference that they around, to buying tires is going to “Antique”: any airplane built before mentally group it in with Model T’s. be bigger. It’s not that it’s so compli- 1945 is designated an Antique, and Same thing with airplanes. Depend- cated; it’s just that there is so much that covers literally dozens and doz- ing on your generation and point of it. Still, nothing but BIG is going ens of different types of airplanes of reference, a 1950 Globe/Temco to give the limousine feel of a Stin- from large to tiny, from wildly ex- Swift would be seen as a personally son Reliant, Waco cabin, Stagger- 22 MARCH/APRIL 2015 wing, etc. So, if that’s what a pilot is having gone absolutely nowhere. whether it’s big or small, requires looking for, that’s the only place he’s Some of the “sorta Antiques” like the would-be restorer to carefully going to get it. Although prices of the Cessna 120/140 are all metal evaluate himself in many areas be- the “big” antiques have come down a and as practical as the newest C-152 fore pulling the trigger. These in- little in recent years, you’re still look- available. This, of course, is why they clude but are not limited to: ing at much more expensive, more are more expensive than most of the •He needs an insane ability to complicated-to-own airplanes than other aircraft from the same post- stick to a project. the smaller ones. Size does matter. war period. Plus they’re cruising at • A sizable shop that’s well- At the other end of the complic- 110-115 mph on 5 gallons of fuel an equipped makes success more ity scale is the not-so-lowly J-3 Cub hour. Further, everything about the likely, but is not totally necessary. and all its low-powered brethren. postwar Classics almost always in- Garages have built a lot of air- Here everything about the airplane cludes a powerplant that is as reli- planes, big and little. is much smaller, much simpler and, able as anything being built today. •A lifestyle that gives him lots obviously, much less expensive. Still, These are airplanes that can be flown and lots of free time is a huge help. if you’re talking about the group of with a minimum of tinkering. They •It is absolutely necessary that Classics (some of which were pro- usually take no more care than any he have a family that is behind the duced prior to WWII, so they are modern airplane. That can’t be said project, or at least he isn’t steal- technically Antiques) that exploded about the bigger, older airplanes. ing time from them, or he may lose in 1946-1949, there is a massive both in the divorce. difference in the price range within •He needs the talent or, more im- their own ranks. The Cub reigns su- The size of a portant, the willingness to learn, to preme, the C-120/140 just behind dollar is invariably work with a lot of different materi- it, and the Luscombes (the best bang als: steel, wood, aluminum, fabric. for the Classics buck) down around measured by how •If it is to be hired out, deep the bottom with the Aeronca Chief. many you have to pockets are required along with The range can run from $15k to such an overwhelming desire to $40k-plus for all of these not-quite begin with. own an airplane that it blinds the antiques so there’s something for ev- owner to financial common sense. eryone’s pocketbook and taste. Project or Flying? Both are serious necessities be- Antique airplanes, to include cause virtually every project done How Practical Do You the Classics, include many that by a professional will cost far more Want to Be? make perfect garage projects. A C-3 than estimated. Often it will cost Here again, the concept of “prac- Aeronca, Taylorcraft, Cub, C-120, more than the airplane is worth. tical” has to be defined because it’ll or Luscombe, among others, defi- •The builder/owner must have mean something different to every- nitely fall into that category. Air- a huge amount of patience to help one. However, many would agree planes like Staggerwings, Reliants, him ignore the length of time the that an airplane is practical when Travel Airs, Wacos, and many oth- project takes. it is something you can take cross- ers won’t even fit in most garages, country and 1) not spend all day do- much less allow themselves to be Addressing Affordability: ing it and 2) not constantly worry comfortably restored in that area. Pick Your Price Bracket about the airplane on the way. Plus, Plus, most of the bigger airplanes As we’ve said, there is an “antique” these airplanes are, in many cases, require many times the amount of airplane out there that fits almost okay if tied down outside while work to get back in the air than the any price bracket, $15,000 to the on the trip. However, equally as smaller aircraft. That’s why, every moon. We’re basing the prices below many folks who are infected with time you see something like a Stag- on those airplanes that are in at least the antique bug would claim that gerwing that was actually restored average flying condition, needing no their definition of “practical” is be- by the owner, rather than a hired major work, but you’ll still find exam- ing able to pull the airplane out to gun, we should all shake his hand ples on either side of the price range. spend a half-hour at sunset sam- and congratulate him for accom- Where they fall in the price range is pling what Mother Nature has to plishing the seemingly impossible. invariably driven by their condition. offer. Then it is pushed back inside Buying a project airplane from We’ve also arbitrarily defined “af- having burned almost no gas and the 1930s, almost regardless of fordable” as below $100,000. www.vintageaircraft.org 23
MIKE STEINEKE BONNIE KRATZ BONNIE
BONNIE KRATZ
$15,000 - $30,000 Lots and lots of airplanes fall in the under $30k range, including most of the Classics, but there will be some totally restored ones well more than that price bracket. Some of the air- craft included are: •Aeronca Champs, Chiefs, and L-3s •65-hp J-3 Cubs •Cessna 120/140s •Piper Tri-Pacer, Pacer, Clipper, most short-wings •Ercoupes •Taylorcraft •Luscombe, 8A, 8E •All of the lesser-known postwar Classics (Commonwealth, Porterfield, Interstate, etc.) •Funk •Culvers •10A Stinson •Mooney Mite
MIKE STEINEKE
BONNIE KRATZ
24 MARCH/APRIL 2015 PHIL HIGH $30,000 - $50,000 Higher-end, restored versions of those listed above: •Piper Cubs and many of the long-wing models •Globe/Temco Swift •Triple Tail Bellanca, Cruisair/Cruisemaster, etc. •Stinson 108 series
JIM KOEPNICK
BONNIE KRATZ
PHIL HIGH
www.vintageaircraft.org 25 JIM KOEPNICK
JIM KOEPNICK
$50,000 - $100,000 MIKE STEINEKE •Stearman •Fairchild 24 •Cessna 195 •Bücker Jungmann •de Havilland Tiger Moth •Ryan PT-22 •Fairchild PT series •Wacos (some, not all) •Seabee
BONNIE KRATZ
JIM KOEPNICK
JIM KOEPNICK
MIKE STEINEKE 26 MARCH/APRIL 2015 Univair Has Kept Classic Aircraft Flying Since 1946 Guidelines for Buying Antique/Vintage Airplanes Here are a few quick and dirty guidelines that might be worth following when getting into the an- tique/vintage airplane game. Univair has a huge selection of parts and supplies for many Define your mission classic and vintage aircraft, including Aeronca, Bellanca, Know ahead of time what it is you expect of the Champion, Citabria, Decathlon, Scout, Cessna 120-140, airplane. Will you expect it to do some regular cross- Ercoupe, Luscombe, Piper J-3 through PA-22 and PA-25, country work, just go to fly-ins, or what? And will Stinson, and Taylorcraft. We also carry hundreds of fine the family be involved? distributor items including Concorde batteries, AirMaze filters, Randolph and Poly-Fiber finishes, Ceconite covering Analyze your supplies, Whelen lights, Scott tailwheels, Specialty Tires, plus mechanical capabilities wheels and brakes from Cleveland, Goodrich, and Goodyear. How much of the tinkering on the airplane can Call us today! you do yourself, and how much will have to be paid for? The older, actual Antiques, as opposed to Clas- Toll Free Sales: 1-888-433-5433 sics, will need more TLC, and depending on the type, 2500 Himalaya Road • Aurora, CO • 80011 Info Phone ...... 303-375-8882 a normal mechanic may not be able to help you. Also, Fax ...... 800-457-7811 or 303-375-8888 a true Antique will need more care than a Classic. Email ...... [email protected] AIRCRAFT CORPORATION Website ...... www.univair.com
Analyze your ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 12-29-14 patience quotient As much as we love old airplanes, they are “old” so you have to expect problems from time to time. Will Tailwheel Scholarship Offered that bother you? to EAA Vintage Members Sarah Wilson is offering a tailwheel training scholarship of Analyze your up to $2,000 in 2015, awarded on the basis of creativity. financial capabilities “Don’t tell me why you deserve the scholarship, show me When it comes to finances, any airplane can on why,” emphasizes Sarah. “Draw a picture, paint a painting, occasion surprise you. The older ones even more make a video, build a sculpture, present a performance piece, so, so make sure you are financially capable of han- write a song, create a photo diary, or write a story. Any form of dling those surprises without damaging the fam- creative expression is accepted. The scholarship will be awarded ily’s situation. to the most creative, out-of-the box, totally original, crazy- wacky-wild-fun submission.” Buy one notch below Award will be paid directly to the certified tailwheel flight what you can afford instructor/flight school of your choice. (Pending verification and There’s a universal tendency in airplanes, boats credentials.) Application period January 1 through May 1, 2015. Awarded after May 15, 2015. Eligibility: U.S. certificated pilots and cars, and other toys to buy more than we can af- under the age of 29. ford. We almost always regret it later. We’ll enjoy the Submissions by e-mail only to [email protected]. old airplane more if we know it’s well within our abil- “Write a brief e-mail telling me about yourself, your piece ity to financially cope with it. of creative expression, and why you want to fly tailwheel air- planes,” adds Sarah. Buy the best one money “Photographs of artwork in JPG or PDF less than 6 MB can buy please. Dropbox, YouTube, Vimeo, and links are all great, too.” Don’t look for super deals. Look for super air- Creativity is one of the most precious commodities in planes and reasonable deals. A less-than-top-drawer the world. It will sustain you far beyond money, and it airplane, even if it is low priced, will always be more deserves to be rewarded.—Sarah expensive in the long run. www.vintageaircraft.org 27 If a project, assume your The older the design, that can easily tell a buyer what cost estimates are the less “normal” the kinds of problem areas need to 50-100 percent off flight characteristics be inspected. There is no way to accurately es- Modern aircraft control design timate the cost of finishing a proj- has made us all lazy. As we go back Pre-buy inspection done by an ect. Sometimes, you can’t even in time, even to the early ’50s we find A&P who knows the airplane come close. Go into it knowing airplanes like Champs and their ilk Antique and Classics airplanes that so you’re not surprised, and have much more adverse yaw. Got are different enough that a “nor- you’ll have less heartburn in the back into the ’30s and aircraft are mal” mechanic won’t be able to do long run. generally more sluggish. Into the ’20s an adequate inspection. Find one and they can be downright leisurely who is recommended by a type club The fewer that were built, the and less capable in crosswinds, etc. or is otherwise super familiar with more difficult the maintenance All that means is we have to know the type. Owning a seldom-seen air- when and how to use our feet while plane is lots of fun and satisfies transforming ourselves from being Pristine logbooks are a plus the soul, but the unseen aspect mere pilots to being real aviators. Excellent logbooks say a lot of it is how hard it is to find the about the owner’s attitude toward right parts when they’re needed. Get training that matches maintenance. These are all certified airplanes, the airplane regardless of their age, so you All older airplanes are signifi- Low time means nothing if the can’t legally fudge a part, even if cantly different than modern air- airplane has been sitting it is an upgrade and makes total planes, and transition training Nothing kills an airplane like sit- sense. There’s something to be that’s aimed at that particular air- ting for long periods of time. Espe- said for staying closer to main- plane is important. Especially for cially the engine. If it hasn’t flown stream aircraft. the older, bigger ones. regularly in the recent past (six months is the maximum), there is Aircraft built after 1940 (or Factor in a hangar cost: no easily done inspection that can so) approach being “normal” antiques hate the outdoors give an accurate assessment of the Just before WWII, the air- Part of the cost planning has to in- engine’s true condition. frame and engine designers took clude a hangar. Antique/Classic air- some giant leaps forward, and planes really don’t like the outdoors, In Summary the practices and designs of the and many of their airframes sim- Almost no matter where you fit 1920s were left behind. The re- ply can’t cope with outdoor storage. in the economic food chain, you sults were, among other things, That’s why so many of them need so can not only get into vintage air- It’s Not Rocket Science engines like the A-65 that, al- much restoration. Ma Nature has al- craft, but some of them, specifi- “I knew I wanted to be a rocket scientist from the moment I watched John Glenn pilot the The Privilege of Partnership though antique in age, are more ready had her way with them. cally the Classics and the later, “Friendship 7” spacecraft on the first manned orbital mission of the United States, back in EAA members are eligible for special or less modern day in terms of smaller Antiques, are hands- 1962. 14 years later I did realize my dream of becoming a rocket scientist and in 1978, reliability and function. Also, “Restored”: There are many down the least expensive way to pricing on Ford Motor Company vehicles a member of EAA. airframe design closed in on be- definitions, so be suspicious get into aviation. Also, one of through Ford’s Partner Recognition ing “modern.” Don’t assume that a restored the nice things about purchas- I’ve owned many Ford vehicles throughout the years, but none that provides as much fun Program. To learn more on this airplane was rebuilt from the ing a good Champ, Cub, T-Craft, as my 2014 Mustang. I took delivery last month at Grapevine Ford, in Grapevine, Texas. exclusive opportunity for EAA members The more unusual the engine, ground up. This is especially true if whatever is that there is always a The people there were fantastic and the process was great. They installed the stripe with it’s an older “restoration” because to save on a new Ford vehicle, please the more headaches ready market for them. So, when my “moniker” on the car. I love my new Mustang and apparently so does everyone else. Some engines are naturally many used to consider a simple re- you decide to sell them, you can visit www.eaa.org/ford. harder to support, if nothing else covering job to be a restoration. Do easily get out of them what you I’ve received hundreds of comments and thumbs up from total strangers. It’s incredible! because of parts. An R-985 is eas- a detailed inspection of the entire paid. There is almost never de- I’ve learned that it doesn’t take a rocket scientist to take advantage of the EAA – ier to support than a Lycoming airframe, inside and out. preciation involved as long as you Ford Partner Recognition Program!” R-680, which is easier to support get a good one. Craig W. EAA #165239 than a Warner, and everything is Type clubs have invaluable So, figure out what you want to easier to support (and less worri- info: Use it spend and what your mission is. some) than a Velie. Most common aircraft in Then start shopping. You’ll never these categories have type clubs regret it. 28 MARCH/APRIL 2015
2015-Mar_Testim_EAA_Divis_Ad.indd 1 1/19/15 1:03 PM It’s Not Rocket Science “I knew I wanted to be a rocket scientist from the moment I watched John Glenn pilot the The Privilege of Partnership “Friendship 7” spacecraft on the first manned orbital mission of the United States, back in EAA members are eligible for special 1962. 14 years later I did realize my dream of becoming a rocket scientist and in 1978, pricing on Ford Motor Company vehicles a member of EAA. through Ford’s Partner Recognition I’ve owned many Ford vehicles throughout the years, but none that provides as much fun Program. To learn more on this as my 2014 Mustang. I took delivery last month at Grapevine Ford, in Grapevine, Texas. exclusive opportunity for EAA members The people there were fantastic and the process was great. They installed the stripe with to save on a new Ford vehicle, please my “moniker” on the car. I love my new Mustang and apparently so does everyone else. visit www.eaa.org/ford. I’ve received hundreds of comments and thumbs up from total strangers. It’s incredible! I’ve learned that it doesn’t take a rocket scientist to take advantage of the EAA – Ford Partner Recognition Program!” Craig W. EAA #165239
2015-Mar_Testim_EAA_Divis_Ad.indd 1 1/19/15 1:03 PM The Moss Q.E.D. II Re-creating an icon requires an icon to accomplish the mission
by Budd Davisson JAMES POLIVKA
30 MARCH/APRIL 2015 hen talking about ies and risk-takers who practiced Don DeLackner to form a sepa- Jim Moss’ re-creation their trade at treetop level while rate company that, among other of the 1934 Gee Bee screaming around pylons or flash- things, was going to design and Q.E.D. racer, it’s dif- ing cross-country and across the build a high-speed, eight-place air- ficult to know where globe setting higher and higher craft, the C-8 Eightster. However, Wto begin. This is because the story speed and distance records. It was seemingly as a warm-up act, they has so many layers and subplots. the much-heralded golden age of designed a two-place, cross-country First there is the Gee Bee Q.E.D., air racing, and the Granville broth- speedster designated R-6H. The which wasn’t technically a Gee Bee. ers (hence, Gee Bee) were right in R-6 was specifically designed for Then there is the late Jim Moss, the middle of it with their distinc- the MacRobertson trophy race, an the builder and an iconic figure tive designs. The brothers’ aircraft intercontinental race event. I be- in his own right. The concept of were, for the most part, the em- lieve the team realized that only the re-creation needs some ex- bodiment of the engineering dic- building race planes was not a sus- planation, including a chapter or tum that says that performance is tainable business and they needed two on the team that gathered the direct result of attaching the to show they could provide aircraft around Moss to make it possi- smallest airplane possible to the to the newly emerging military ble and their commitment to the biggest engine available. long range and commercial cross- project after Moss country markets. was taken ill. And What better way than then there is the fan- to demonstrate inter- tastic result of that continental capabil- commitment, the ity. The $10,000 purse Q.E.D. II itself. This is may have also had not a simple tale. Nor something to do with is it a simple airplane. its being built. When it ended up in Rumania Q.E.D.: A Cross- during the MacRob- Country Runner ertson race they actu- The 1930s was a fan- ally demonstrated it tastic period for avia- to the Rumanian Govt tion, which absolutely in hopes of securing should not have been military orders. When the case. The country Granny was killed in was in the grips of a Jim Moss and Ron Robertson at the early stages of the fuselage. 1934, the C-8 was for- mind-numbing depression, plus a The Granvilles and their Gee Bees gotten, but the R-6H, now known history-making drought had deci- were a going concern for only five as the Q.E.D., took flight. mated most of the central part of years: 1929-1934. Yet during that It’s interesting to note that the nation. The Depression flat- time they designed and flew 13 most Gee Bee designs went from tened the finances and souls of different designs. Their designs drawing board to flying in six to people in every walk of life. That ranged from the fire-breathing eight months. having been said, it is counterin- R-1/R-2, whose rotund, fiercesome Being a two-place airplane, os- tuitive that so many legendary shapes are those that usually come tensibly the Q.E.D. could be aimed aviation marques would spring to to mind when the word Gee Bee is at the rapidly expanding sport pi- life during the period including uttered, to more “normal” designs lot market. Even though thou- Cessna, Beechcraft, Piper, Travel including their single- and two- sands of fortunes had disappeared Air, Waco, and so many others. place Sportster series. However, in the Depression, there was still There has never been a decade that one model they didn’t design and an active, financially stable market saw so much aerial progress that build is the Q.E.D. This confuses at the top of the pilot food chain, wasn’t sponsored by a war. the issue. many of whom delighted in indi- A good part of that prog- In 1933, Zantford “Granny” vidualistic machines. What better ress stood on the shoulders of a Granville got together with en- way to demonstrate an airplane’s tiny group of aviation visionar- gineers Howell “Pete” Miller and cross-country capability than en- www.vintageaircraft.org 31
AEROCAPTURE IMAGES—LYLE JANSMA The original Q.E.D. as El Conquistador del Cielo (The Conqueror of the Skies).
HOWARD LEVY
tering it in long-distance races? Ultimately, the design was named Q.E.D., Quod Erat Demonstrandum (literally, “that which was to be demonstrated”), the ab- breviation that closes out every geometric/ mathematic postulate/theorem and indicates that the question that has been asked, has been answered. It was the Granville, Miller, DeLackner (GMD) team’s way of saying that they had just come up with the final solution for cross-country flying. The GMD solution to high-speed cross- country running was simple: build a cleaner airplane than most of the competition that fea- tured a glass canopy for two, a 650-hp Pratt & Whitney R-1690 Hornet engine, and lots and lots of gas (would you believe 480 gallons!). Of course, everyone who had even the slightest interest in racing knew the airplane embodied all the ingredients to make it a po- tential contender in whatever cross-country, trans-global race it entered. Whether it would be a winner no one knew, and they would never find out. Although the airplane was en- tered in numerous races, it was dogged by mechanical bad luck and never finished even one. Like all racers of the day, it was rushed into service as soon as it was airworthy with little or no long-term testing, and the inevi- table gremlins forced it out of every race in
Left, Top: Gee Bee Super Sportster Hornet, 1935 Middle: Gee Bee R-2 w/R-985 Super Sportster Bottom: Gee Bee Super Sportster w/R-1340, 1932 GORDON WILLIAMS
34 MARCH/APRIL 2015 ing a load of passengers and even more ice, convinced him that fly- ing for the airlines would not only guarantee more remuneration but would probably give him a longer life span. He retired from the air- lines in the ’90s having flown most of the latest wide bodies, with the 747 being his last mount. For nearly two decades in the Senior Sportster 1960s Jim was a feature at West Coast air shows performing in his which it was entered. Engine prob- of almost the entire design reper- Ryan STA and later a Great Lakes. lems here, cowling problems there: toire of Granny Granville. In fact, However, when the airline gave relatively small items always cut its he was killed delivering a Sportster him the choice of continuing to fly race and record attempts short. E to a customer. for the airlines or doing air shows, As originally presented to the The El Conquistador del Cielo aka he hung up his air show spurs. public, the airplane was painted Q.E.D. wasn’t badly damaged so it That, however, didn’t put a dent in green, the colors of its prime spon- was recovered from the river, even- his never-ending love affair with sor. It changed hands several times tually restored, and today rests in sport aviation. and ended its career painted an a museum dedicated to Sarabia in It could be said with some accu- all-over cream color with limited Ciudad Lerdo, Mexico, about 500 racy that as soon as Jim was out striping. It never received the so- miles north of Mexico City. The fi- of the airlines, he went into sport identifiable Gee Bee red-scallops- nal chapter in the Gee Bee story aviation nearly full time. He chose on-white scheme. had been closed. a route that would allow him to In 1939 the airplane was sold Or had it? indulge his passion for historical to Francisco Sarabia, a competi- aviation and combined it with his tion pilot who was well-known in Gee Bees 2.0 and Jim Moss highly developed artistic skills: he his native Mexico. He renamed the Although the exact number is began restoring, then re-creating airplane El Conquistador del Cielo unknown, there may have been historic aircraft, most with a liberal (The Conqueror of the Skies) and more Gee Bees built in the last 30 amount of “Moss factor”: a subtle almost immediately set a Mexico years than existed in the first place way of applying his own ideas of City to New York long-distance (an estimated 24). Builders like the how he would have built the air- record of 10 hours, 48 minutes, late Bill Turner, Steve Wolf, Delmar craft had he been part of the origi- which broke Amelia Earhart’s re- Benjamin, and many others have nal design team in the ’30s. cord for the same distance by re-created virtually every model Among Jim’s major projects was nearly four hours. This put his of Gee Bee including the Model Z, his first, a thoroughly individualis- name on the U.S. map, and his star the Sportster series, and even the tic clipped-wing Taylorcraft. Then was on the rise. Unfortunately, he beer barrel R-1. And now, courtesy came a string of biplanes that in- was stopped by another bad luck of the late Jim Moss and the ener- cluded the MG-2, a 1938 homebuilt gremlin. Taking off out of Bolling getic crew he drew to the project, biplane that not only won Antique Field near Washington, D.C., the the Q.E.D. is back amongst us. Custom Built gold at Oshkosh but engine quit; he went into the Po- A few words about Jim Moss, also walked away with the heart of tomac, was knocked out by the im- although a few words won’t actu- just about everyone who laid eyes pact, and drowned before rescuers ally do the man justice. A product on it. Jim put his own touch on the could get to him. The Gee Bee curse of USN/USMC flight training, he restoration, which resulted in the had struck again! This time a rag campaigned Skyraiders before fin- cutest biplane most had ever seen. carelessly left in the cowling was ishing his tour in the military. Then “Cute” is an adjective never ap- sucked into the carburetor. The air- he went to college and into the plied to his accurate re-creation plane and its pilots had been con- charter flying business. It didn’t of the Laird Super Solution racer tinually dogged by the winds of take long, however, before various of 1931. “Brutal” maybe, but not fate, which was pretty much true incidents, e.g., a Bonanza carry- “cute.” His re-invention of the www.vintageaircraft.org 35 ered the basic structure and didn’t address any of the systems or cos- metics. This left a huge amount to Jim’s ample imagination. But, he was up to the task. From the beginning, Jim’s imag- ination and desire to create some- thing that reflected the period, but not necessarily the historical de- tail, was part of the building/de- sign equation. As Judy put it, “He liked history, but he wasn’t a his- A plywood dummy was made to determine where the systems went. tory fanatic. It was the beauty of the era that attracted him.” The purely mechanical aspects that he didn’t know about the airplane along with things that couldn’t be practically duplicated drove much of his design work. The engine was one of the biggest factors. The 650-hp Pratt & Whit- ney R-1690 Hornet of the original simply wasn’t possible, or practi- cal, to use. Very few were produced and only a small handful of air- planes used them. The net result is that only a very small handful are still running, and even fewer The plans Moss found didn’t include anything other than the basic structure. are available. Also, it was a fairly large diameter, single-row engine. Great Lakes Biplane included a airplane that was bigger than life Fortunately, however, the readily fire-breathing Vedeneyev M-14 ra- both figuratively and literally. But available Wright R-1820 is almost dial engine and acres of carefully first he needed information. exactly the same diameter al- formed aluminum and fiberglass Jim spent two years research- though heavier. However, the ver- fairings that visually transformed ing every aspect of the airplane, sions most available are 1,200 and the usually frumpy biplane into a which included discovering a set 1,425 hp, and Jim wound up with 1930s era speedster. of basic plans for the airplane at the latter. That dictated a three- Then came Q.E.D. The Gee Bee the University of Texas. It is of- blade rather than a two-blade prop, that wasn’t a Gee Bee. This would be ten overlooked that many racing as on the original. However, all that the airplane that would become his airplanes of the period were cer- meant was that the pilots of Q.E.D. life’s passion and that of many oth- tified by the CAA, which included II would have to limit the throttle ers who were drawn to the project. CAA engineers making suggestions movement. Too much horsepower for changes. So, often plans were is seldom a problem. The extra The Moss Q.E.D. Vision submitted to the government, weight, however, was a problem. Although Jim had convinced and some still exist. Although the Jim solved that by cutting the fuel (but not really) his partner and “chalked out on the hangar floor” load in half leaving “only” 240 gal- wife, Judy, that the Q.E.D. wouldn’t engineering approach applied to lons! Flight tests revealed a CG take much more time or be much some racers, the Gee Bees were the problem, and the fuel capacity was more complex than the Great product of engineers and designers further reduced to 180 gallons, Lakes, both of them knew bet- working together to satisfy gov- which gives three hours of cruise ter. He was embarking on a nearly ernment-established standards. with one hour of reserve. quixotic effort at recapturing an The plans, however, only cov- Based on some of his research 36 MARCH/APRIL 2015 For safety reasons, they have limited the aircraft to 200 knots even though it is obviously much faster. AEROCAPTURE IMAGES—LYLE JANSMA Flying an Iconic Monster Initial test flights were done by Carter Teeter, a right hand has to stop moving. Add even a little wildly experienced warbird pilot. The first flight more power and you can’t control the nose. was done at Olympia Regional Airport, which had “Takeoff happens at about 85 knots, and it has to longer, wider runways than the 2,600-foot grass be pulled off the ground with a healthy pull. Then your one where Moss lived and had his hangar. First foot starts for the floor again to control a significant flight was September 26, 2013, and the only ma- amount of P-factor. The good news during the takeoff jor concern was a noticeable rocking of the wings is that, once the tail is up, visibility is not too bad. on rollout. It turned out that was caused by the “At altitude the controls are all quite solid and massive ailerons being disturbed by bumps. When comfortable, but the airplane has neutral stability hitting a bump, an aileron would drop, and it on all axes. So, you’re ALWAYS flying it. This isn’t picked up a wing causing an uncomfortable rock- particularly hard, but on long trips, like going to ing motion. Oshkosh, it’s tiring. Rich Alldredge climbed (literally) into the cockpit “We’re limiting the airplane to 200 knots because for his first flight in the spring of 2014 and has this to our knowledge no one has ever done any flutter to say about it: testing in it. The original was faster than that and “Taxiing the airplane in the wind is almost as had cruise speeds as high as 300 mph. With this en- much work as flying it because, even though the tail gine, we’re certainly much faster yet. However, the wheel is steerable and it taxis like a big Stearman, the airplane isn’t about speed. It’s about history, and we big tail and side area make it want to weathervane in don’t want to get ourselves in trouble. even the slightest crosswind. “The stall is at about 75 knots with a solid twitch to the “On takeoff you have to remember how much left, but it recovers easily. So, it’s nothing surprising. power you have so the rudder trim is dialed hard “I fly downwind at 110 knots, reducing it to 100 on against the right peg and your right foot is con- base looking for 90-95 over the fence, keeping power nected solidly to your left hand. The power comes in it all the while. With a wing loading of 30 pounds in slowly, and the tail is lifted as soon as practical to per square foot, I make a power-on wheel landing, get the rudder up into the wind. All the while your and it’s normally not hard to control on the runway, foot is working its way to the floor at the same rate but I avoid crosswinds as much as possible. the throttle is moved. However, the instant your “It’s an enjoyable airplane to fly, but you can’t relax right foot hits the floor, and it will hit the floor, your for a minute. However, that’s part of the fun.”
Giving the Q.E.D.a New Home With Jim gone and the airplane finished, Judy doesn’t want it to be hidden away in their hangar. Rather, she would like to find a new home for the Big, Beautiful Beast, a place where its lineage and the incredible craftsmanship and vision of Jim and the crew who helped build it will be remembered and appreciated forever. Interested parties can contact Rich at his e-mail of [email protected].
www.vintageaircraft.org 37 Jim Moss wasn’t recreating the QED but, rather building a QED that was in the spirit of the times but incorporated some of his own ideas and items like the 3-blade prop, which the horsepower made a necessity. AEROCAPTURE IMAGES—LYLE JANSMA about the airplane’s flying charac- them up slightly, as per the CAA’s from the leading edge. teristics Jim also opted to widen suggestions for the original airplane The vertical fin and rudder were the landing gear tread by 2 feet, in 1934 (they restricted it to a VNE proportionally increased because which was accomplished by adding of 375 mph!). The wider wing root of the great increase in horse- a foot to each side of the tubing cen- section also gave him more room power. However, the lines were ter section. This allowed him to use to put the single oil cooler which is kept exactly the same as original, the original wood/plywood-skinned mounted in the forward, lower fu- so the changes wouldn’t be likely to wing panels, although he beefed selage with the air intake coming be noticed. And they aren’t. The paint scheme is obviously Gee Bee but the QED never wore it. Jim, however, couldn’t see it painted any other way.
AEROCAPTURE IMAGES—LYLE JANSMA
38 MARCH/APRIL 2015 The original airplane was super to the other designing the systems bare-bones and carried little equip- necessary to fill in the blanks left ment. This, considering its long- in the drawings, as they went. Then range capabilities, might have been it was on to steel tubing, wood, shortsighted because flying with metal, fabric, and paint. no heat or oxygen fatigues pilots. When the bare airplane was up So, Jim installed a combustion on its gear, the sheer immensity of heater and an oxygen system. the Q.E.D. became obvious. Even Jim also modified the fuselage though Jim and the crew had stud- by replacing the forward fuselage ied the dimensions repeatedly, none fabric with easily removable metal of them had ever seen the actual panels to make maintenance eas- airplane, so, it wasn’t until it was ier. So, now sheet metal runs from JANSMA AEROCAPTURE IMAGES—LYLE standing up that they realized how the modified Grumman S-2 cowling around Jim for a while, you began big the airplane actually was. The all the way back to the rear of the to realize that, wow…this is spe- average woman could easily stand cockpit with polished stainless steel cial! With his dedication, determi- under the leading edge of the wing, panels around the exhaust stacks. nation, and discipline, it was very and the average man couldn’t begin easy to join in, especially consid- to reach up and touch the canopy Time to Cut Metal: ering that sometimes he insisted rail. Just getting in without a ladder Call in the Crew on it. Once you were onboard, Jim was going to be a problem. His research finished, Jim pulled made sure that you knew some- Judy says, “Jim spent hours the trigger on Q.E.D. II in 2002. He thing needed to be done or you sketching and designing entry steps. was joined in his airplane craziness would be holding things up. He Finally, he adapted a retractable step by an increasingly larger number made no bones about it.” from an A-7 Corsair II jet, along with of friends and neighbors who had Rich’s role in the airplane was more steps in the side of the fuselage. been part of the crews that helped easy to identify because, although Getting into the front office of the him on his earlier projects. The crew supposedly a simple airplane (but Q.E.D. is more like ascending a climb- was so large and well-defined, and big), it had its complexities. This ing wall than entering a cockpit.” considered by Jim and Judy to be so included a multitude of servos run- critical to the project, that Jim had ning everything from cowl flaps to The Best Laid Plans . . . a plaque engraved and mounted on elevator trim. After a decade of ferocious build- the finished fuselage listing 20 of Judy, a talented artist, says, ing activity, the airplane was more those who were hands-on involved “Right from the beginning, Jim than 90 percent complete with a lot with the Q.E.D. II. had a firm image of this airplane of finishing details to be attended The Gee Bee crew was a totally in his mind, and it would be white to. Jim was pleased with the prog- non-homogenous group. They with the Gee Bee red scallops. The ress but was decidedly displeased came from next door, they came first thing he had me do was a with a diagnosis his doctor gave from across the state, and they Q.E.D. II decal for the tail. He knew him. He was running a race with ranged from their teens to their it wasn’t historically correct but, cancer, which took the energy out 90s. The only truly common thread for him, that design symbolized of his efforts, and with him no lon- that united them all was a passion the complete vision of the entire ger solidly at the helm, the project for the project and a dedication to airplane that he carried in his mind floundered. It had almost come to a Jim’s vision. throughout the project.” halt with little light shining over the Rich Alldredge, EAA 699652/ Jim and his crew first had to horizon. However, the strength of VAA 722854, of Enumclaw, Wash- tackle the many questions that the the Gee Bee crew showed through. ington, is an electrical engineer partial plans had left unanswered. Rich Alldredge remembers, who now flies the airplane to ex- Lots of the systems were not in- “We were all just kind of standing hibitions, and is typical of the Gee cluded, and the logical solution around, not knowing what to do Bee crew. He says, “It was the air- was to build a plywood mock-up next, when Ron Robertson, our plane, to start with, that drew an that was full size, sit in it, and start painter, realized that it couldn’t be individual in. It’s such a bold, beau- imagining what went where. Then left like this. So, he told Jim, ‘We’re tiful machine! But, after you’d been they started at one end and worked going to finish this project, and www.vintageaircraft.org 39 A Note From Judy: Thanks to the Vintage Airplane Association My late husband, Jim, left me with no instruc- tions regarding future plans for the Q.E.D. However none were needed, as I realized what Jim would do if he were still alive. Jim and I had attended EAA AirVenture Oshkosh numerous times, and had taken three of Jim’s completed airplane projects (the MG-2, the Super Solution, and the Moss Great Lakes) to Oshkosh for judging. I knew that was what I needed to do with the Q.E.D., for Jim and for The 1425 hp Wright R-1820, which is about the same size the Q.E.D. team who had helped with the comple- as the original P&W R-1690 Hornet, has twice the power. tion of the airplane. Oshkosh 2014 was our goal. I immediately con- tacted Jim’s longtime and dedicated friend Charlie Harris for guidance. Over the years, Charlie had been such a huge source of inspiration, support, and encouragement to Jim, and that was just what I now needed. As I suspected, Charlie with his ex- perience and gentle advice became my guiding star, and our goal to attend Oshkosh 2014 became a reality. Once at Oshkosh, Vintage Aircraft Asso- ciation friends—Phil and Ruthie Coulson, Jerry The wing span is several feet longer than original be- and Linda Brown, and Ray and Judy Johnson— cause the center section was widened to give a wider plus several others provided us a warm welcome, landing gear. guidance, and support. the only way you can keep that from happening is to The entire Q.E.D. team and I would like to extend change the locks on the hangar door.’ Ron gave a letter our appreciation to these wonderful people and to to Jim at Christmas that read, ‘We, the undersigned, the EAA for making Oshkosh 2014 such an amaz- are dedicated to seeing that this project gets com- ing and memorable event. pleted.’ It was signed by at least a half-dozen of us.” Judy says, “It was the best gift he ever received. That letter came at just the right time. It picked up his spirits. The Dedicated Craftsmen He was engaged again and was back to eight, 10 hours a Who Built the Jim Moss Q.E.D. day in the hangar.” Jim got to see the airplane doing taxi tests. Judy says, Randy Albritton Tom Jensen “He was pretty ill, but we gave a party for the volunteers, Kari Albritton Dan Merritt and he had the opportunity to say thanks to the team. Rich Alldredge Jim Moss He got to see the fully completed Q.E.D. and Rich taxi it. He saw the tail wheel up. He was so excited that night. Jim Bergman Judy Moss He was just ecstatic. Two weeks later, he died.” Bob Berkey Bill Moss Jim died two weeks before Q.E.D. II made its first Fritz Bright Jeff Pratt flight, but he has been able to experience the airplane Ken Brynestad Jameson Pratt in flight in his own way. There is a small leather bag -at tached to the compass in the rear cockpit. It contains Jere Chellin Ron Robertson the ashes of Jim Shafer Moss, aviator, builder, and a Tom Fraser Lyle Sindlinger man who knew how to turn his dreams into reality. Frank Hoogkamer Floyd Stillwell Quod Erat Demonstrandum 40 MARCH/APRIL 2015
Orphan Waco
The “Mohawk Airways” 1929 Waco
by Sparky Barnes Sargent
TYSON RININGER
42 MARCH/APRIL 2015 The “Mohawk Airways” 1929 Waco starter. They spun the inertia starter Jim Clark knew there was an old, dusty up, engaged the starter, and promptly red Waco cloistered in a hangar across bent a rod and cracked a jug because it the taxiway from his own hangar at Junc- was hydraulically locked. Bobby had the tion City Airport (3JC) in Kansas. But local mechanic put a new cylinder on it, he never gave it much thought, until his and never started the airplane again.” phone rang one day in 2009. It was the Clark turned to Marvin Hornbostel owner, who had purchased the biplane at Raven Aero Service and asked him to in 1975. “Bobby said to me, ‘You have to perform a preliminary inspection. They buy my Waco.’ I told him I didn’t want it, cleaned off the dust, inspected the air- since I was already working on other vin- frame, tested the fabric, and prepped tage aircraft restorations,” recalls Clark, the engine for starting. “The first engine adding with a chuckle, “but after some start after 20 years was a smokin’ suc- gnashing of teeth and pulling of hair, I cess,” says Clark. “After that, Marvin did found myself with another Waco.” an extensive inspection. He called me a He knew little about the biplane’s couple of weeks later and said, ‘You’ve condition, except that, “At an airport got an airplane you can fly!’ We had no open house day, Bobby pulled the air- idea that it would be a flyable airplane.” plane out to demonstrate the inertia
www.vintageaircraft.org 43 Bit o’ History An Advance Aircraft Company ad in the May 4, 1929, issue of Aviation touted the 1929 Waco ‘165’ Straight Wing model as hav- ing “sound design” that produced “brilliant performance, astonish- ing smoothness, excellent maneu- verability, and exceptional climb.” Similar in appearance to the Waco 10, the new model BS-165 (BSO) was powered by a 165-hp Wright J6-5. Thirty-six were man- Clark, “a Navy surplus 225-hp ways was the forerunner to Mo- ufactured under ATC No. 168 by Wright R-760-8 from an N3N was hawk Airlines, and no, it was not,” the company in Troy, Ohio. The bi- installed, and the model designa- says Clark, “but we do have infor- plane’s welded steel fuselage had tion was changed to a CSO.” mation on this airplane that it was wood fairing strips, and its tail a ride-giver at Niagara Falls, and surfaces were fabricated from Early I would assume they were honey- welded steel tubing. The wings Owners mooners. We came up with the were constructed of spruce spars Vic Rickard, logo by researching different styles, and ribs, and the upper and lower who was report- and just did our best effort to try to ailerons were connected via a push- edly a World War I ace, became the represent that time period.” pull strut. The horizontal stabilizer first registered owner of NC618N was adjustable in flight. Oleo gear on October 23, 1929. He sold the Rudder Bar and Brakes struts cushioned landings, and Waco just a month later to United Clark flew NC618N for 18 Bendix mechanical brakes facili- Baking Company, and it sold it to months prior to restoring it. He’s tated ground maneuvering. Mohawk Airways of Albany, New glad he did so, because he discov- NC618N (S/N 3110) was con- York, in December 1930. ered that he didn’t want to restore verted from the 165-hp BSO model The Waco was sold to Leslie Ap- the Waco with its original rudder to an ASO model in January 1938 pleby of Syracuse, New York, in bar and mechanical brakes. under ATC No. 41, with the instal- May 1931, and it changed hands “The rudder ‘tiller’ bar was a lation of a Wright J-5 nine-cylinder numerous times through the years. straight bar which pivoted around engine. “After World War II,” says “Everyone asks if Mohawk Air- a center point, similar to a steer- 44 MARCH/APRIL 2015 bolted the discs to a 1/4-inch cir- cular aluminum plate, which then bolted to the wheel. We could ma- chine the inside of that plate to fit the areas where we needed relief for the wheel. Mods were made to the landing gear legs and axles as well.” Additionally, a new Scott 3200 tail wheel was installed that could easily handle the 270-pound weight of the tail. “Now it’s just a
TYSON RININGER delight to land and fly and taxi— problem solved! That was an easy ing mechanism for an old go-kart of engineering work. It removed one,” comments Jim, adding, “we or snow sled, and the cable-operated the rudder bar and installed indi- have a very good FSDO in Wich- heel brake pedals extended aft vidual rudder pedals in both cock- ita, and they know Marvin at Ra- from the rudder bar. You had to pits with interconnect cables, and ven Aero well because they call him push on the brakes at the same installed pulleys and fair-leads in with their questions. He was Na- time you were trying to steer with the fuselage to relocate the control tional Aviation Maintenance Tech- the rudder bar. On grass strips cables from the center of the cock- nician of the Year in 2012, and at where you had resistance (and a pit to the left and right sides of the 77 years old, is still hands-on on tailskid) it was very functional, but fuselage. New floorboards com- these projects. When he presents a it wasn’t at all with the old Maule plete with heel wells (for height Form 337, it’s all in order.” tail wheel that was on the airplane clearance) were installed as well. when I got it,” explains Clark, add- Installing the Cleveland wheel Powerplant and ing with a laugh, “I was ‘snake- and brake system posed the most Electrical System dancing’ down the runway one difficult challenge, because the NC618N still has the Navy sur- day, and a friend was watching and discs wouldn’t fit, and they couldn’t plus R-760-8 that was on the air- asked if I realized my tail wheel was be modified since they were PMA plane when Clark bought it, and leaning from one side to the other. parts. “Jon Hornbostel, a mechani- fortunately, he was able to locate a I had no idea it was doing that; it cal engineer with Raven Aero Ser- new front exhaust for it. “I called couldn’t handle the weight.” vice, prepared eight pages of CAD Steve Curry of Radial Engines Lim- To address those issues, Raven drawings for the brake system,” ited in Oklahoma,” says Clark, “and Aero Service performed quite a bit Clark recalls, elaborating, “we he had a new stainless steel front
www.vintageaircraft.org 45 exhaust on a demo engine on his showroom floor, which he sold to me. The original 165-hp engine had the front exhaust as well, so the Waco still retains its original appearance.” Clark removed the Eclipse hand- cranked inertia starter, since it al- ways required a couple of folks to help him start the engine. “I decided I had to have an electric start, and that’s worked out pretty good,” he says. “We installed a complete elec- trical system with a Jasco alternator.” He also installed a Becker comm radio and transponder. Initially, he fully designed and fabricated, and technology, a docking station was had some difficulties with radio in- most of the original instruments positioned in the center of the panel terference, but those have been re- were retained, as well as the mag for a Garmin GPS 496 with XM solved by making some adjustments. switch and period-authentic eight- weather. “We cover that docking sta- day clock. New engine gauges and tion with an old ‘coffee grinder’ radio Instrument Panel a new vertical card compass were face when the airplane is on static A new instrument panel was care- added, and in keeping with today’s display,” says Clark, “so that if you’re 46 MARCH/APRIL 2015 Did You Know? Weaver Aircraft Company was established in 1919 and produced Waco aircraft. The company was re-named Advance Aircraft Company in 1923, and changed its name to Waco Aircraft Company in 1929. 1929 Waco BSO Three-place Open Land Biplane Manufactured Under ATC No. 168 sitting here looking at it, you’ll Flying the Length 23 feet see a 70-year old radio.” Wright-Powered CSO Clark is a commercial pilot Height 9 feet Airframe with single engine and instru- Wingspan upper 30 feet 7 inches Since it was a flyable air- ment ratings, and a private Wingspan lower 29 feet 3 inches plane when the restoration multi-engine land rating. He Wing chord 62 feet 5 inches began, nearly all the original thoroughly enjoys flying an- airframe and metal compo- tique/vintage airplanes— Stagger 10-1/2 inches nents were usable. The spars despite the lack of creature Airfoil Aeromarine 2-A were still in good shape, and comforts at times. Gear tread 78 inches just a few ribs needed repair, He and his 16-year-old Weight empty 1,529 pounds as well as the wing-walk grandson, Brody Clark, made area, which had suffered the flight to AirVenture in Useful load 56 pounds glue fatigue. seven hours, averaging a 90 Gross weight 2,600 pounds The Waco was covered with mph cruise. They encountered Powerplant 165-hp Wright J6-5 Ceconite 102, and the Super- a good deal of wind and tur- Fuel capacity 63 gallons flite System VI urethane sys- bulence, and both admitted to tem was used. “I like working being rather tired upon arrival. Oil capacity 8 gallons with Superflite because it is The 1929 “Mohawk Air- Maximum speed 120 mph forgiving. You don’t paint it ways” Waco gives its pilots a Cruise 100 mph silver; you have a one-step real workout on a bumpy day Landing speed 44 mph white primer and then put due to the heavy stick pres- the color on. With that white sures. “Think of a baseball bat Rate of climb 750 feet first base, these Matador Red and in cement that’s almost dry, minute Sandalwood colors really are and then try to stir it—that’s Ceiling 14,000 feet crisp and beautiful,” shares how the stick pressure feels!” Fuel burn 12 gph Clark, adding with a chuckle, laughs Clark, adding, “so all Price at factory $6,370 “I do recognize my own limi- during the flight, you’re work- tations, and I have a longtime ing it and working it, and Specifications for the Waco CSO (ATC friend and employee, Tim Dre- sometimes you just need to No. 240) are similar to those listed her, who painted the airplane relax for a bit. Brody holds a above, with the main exception being the with a high volume, low pres- course better than I do!” CSO’s 225-hp Wright J6-7 engine, with sure system in my body shop. Clark flight plans for 80 a slightly higher airspeed and climb rate. Tim painted my Pacer that tro- knots, and anticipated a 15 phied here in 2006, and he also to 18 gph fuel burn—but on (Derived from “Waco Aircraft painted my Cabin Waco.” that count, he was pleasantly Production, 1923-1942”) www.vintageaircraft.org 47 TYSON RININGER surprised. “We flew two hours to cause we get to hear good stories our first stop, at a medium upper and learn a lot of stuff.” cruise about 2000 rpm, and we had Not only was the flight mem- a 13 gph fuel burn. That’s what it orable for Clark and Brody, but did all the way up here, which is their journey was made extra spe- good for a 225-hp engine,” reflects cial when they received the Sil- Clark, adding, “I did lean it the old- ver Age (1928-1936) Runner-Up fashioned way, where you lean it award for NC618N. until it shakes a little bit and push the mixture back in. I don’t want Sky Rides to downplay the value of an en- Best of all, though, is Clark’s gine monitor, but people obsess fun-loving attitude, friendly smile, with one cylinder running hot- and his joy of sharing the biplane ter than another. When these en- with others, whether it’s talking on gines were built, they didn’t have the flightline or giving sky rides. any way to monitor that. Just go Happily, those are qualities that TYSON RININGER fly the airplane! The nature of the Brody is acquiring, as well. radials gets you one with them, be- ing on the flight in NC618N, he “I love giving rides in it, because cause of all the ‘hands-on’ things smiles and says, “It was a long and it is a time machine. Our EAA you have to do before you go fly. I bumpy trip up here, but it’s worth Chapter 1364 was doing fundraiser think that’s the best ‘engine moni- it because I get the feel for what it’s flights on a cold October morning tor’ you can have, when you have like. I used an iPad for GPS, and I in 2009, in conjunction with a lo- a big ol’ carburetor throwing fuel did fly it some. I’m the only grand- cal historical society-sponsored and air together.” son out of nine who likes to work Smithsonian exhibit entitled ‘Jour- on airplanes. I like the vintage old ney Stories.’ I announced on the Grandson Copilot stuff! It’s history, and the airplanes radio that anyone older than the It was Brody Clark’s 11th year are beautiful. I live right next door Waco would receive a free ride,” at Oshkosh, and by now, he’s more to my grandfather, and we go fly- smiles Clark, elaborating, “Young than hooked on aviation. In fact, ing together a lot. It’s a tradition Eagles are great, but I’ll tell you he’s well on his way toward earn- coming to AirVenture, and I like what—Mrs. Hazel Dean, a petite ing his private certificate. Reflect- the people in the Vintage area be- 89-year-old gal born five years be- 48 MARCH/APRIL 2015 fore this airplane was built, showed Mohawk Airways up early for her flight and was up Though nearly forgotten today, Mohawk Airways played a significant that wing walk and in the front role in New York aviation history. Period newspapers reveal a wealth of with a flight helmet on, right away! It was a wonderful experience, and information about the company and those associated with it. The March it absolutely made my day to check 25, 1929, issue of the Schenectady Gazette states: ‘open-cockpit biplane ride’ off Ha- “Three well known Schenectady business men and two local aviators zel’s bucket list.” are directors of the new commercial aviation corporation recently incorpo- Clark is a natural when it comes rated under the name of the Mohawk Airways Company. The new concern to continuing Mohawk Airways’ will engage in student instruction, passenger hopping, aerial photogra- legacy of being a goodwill ambassa- phy, aerial express and as a matter of fact all forms of commercial flying. dor for aviation (see sidebar), and “The new company will include in its equipment one of the new his handsomely restored Waco is a 14-passenger Ford tri-motor metal planes, which was purchased at a cost fitting tribute to the early aviation of $91,000, and two open cockpit planes. The big Ford plane will be deliv- pioneers who owned it. ered the middle of April. “George W. ‘Slim’ Emerson and William F. Luke are the two Schenectady Aviation Pioneers aviators associated with the new enterprise and the local business men The legacy and continuing who are directors of the corporation include J. A. Haraden and John Ko- aviation activities of the early vacs, both automobile dealers, and H. A. Allen, president of the Capitol owners of NC618N was neatly summarized in the article “Sky Trust Company. E. M. Kinney of the General Electric Company and Wilmer Lines” in the March 20, 1940, is- T. Luke are also directors of the corporation. sue of the Schenectady Gazette: “In preparation for delivery of the huge air liner, which will be the “Once the manager of the local most elaborate operating from any fields in this part of the state, Pilot port when aviation was spread- Emerson has been at the Ford-Stout Metal Airplane Company’s plant at ing its infant wings throughout Detroit, where he successfully completed the tests for all operators of Ford the country, Vic [Rickard] prob- ably did more for private flying tri-motored planes. Emerson, a former airmail pilot, who has been as- in this city than any other indi- sociated here with the Inter-City Airways Company as a pilot and flying vidual flier. He’s now flying for school instructor, had little trouble qualifying at Detroit …” the Bell telephone outfit, pilot- Various other accounts relate that in early 1929, Mohawk Airways con- ing one of their two experimen- structed a large hangar on city-owned land at the Albany municipal airport. tal ships. Then there’s George In June, it pioneered aerial advertising by signing a contract to paint two (Slim) Emerson. Slim, too, was words to promote a theatrical production [Show Boat] on the fuselage of one of the hardy pioneers of Schenectady’s aviation center. NC9642, its Tri-Motor known as Miss Albany. In September, it was appointed He is continuing a long career in distributor for Mono Aircraft Company (Monoprep and Monocoach aircraft). flying and now serves as chief Mohawk Airways filled a special niche by being a goodwill ambassa- instructor for the Link blind fly- dor for aviation. It took local government officials for flights in Miss Al- ing outfit up in Binghamton. . . . bany, and arranged aerial entertainment programs for the public, which William F.—alias Johnny—Luke included glider flights, parachute jumping, and stunt flying. It also par- . . . is airport manager at Sche- nectady, [and] is known far and ticipated in air pageants; awarded rides to boys who won model airplane wide throughout American avia- contests; offered aerial services to transport an ill man to a hospital, aided tion and really deserving of all in conducting a search of the river for a body, hunted for bootleggers; and his publicity. Only thing we have dropped a sky-diving Santa Claus from a Monocoupe. against Johnny is that every The company was apparently a flying success. An article in the Octo- time he takes us for a hop in one ber 4, 1935, issue of the Schenectady Gazette briefly states: “Fields, Inc. of of his Luscombes he makes zero- Schenectady, has submitted an offer to take over Mohawk Airways, Inc., zero conditions in the cabin with a big, black and odoriferous which for five years has conducted a general aviation business from one of cigar so that no matter what the the city-owned hangars at the Albany airport. The latter firm notified the weather is outside, the visibility air board Wednesday that it planned to sell out not later than December 31 is always limited within.” when its present lease expires.”
www.vintageaircraft.org 49 A Little Time With Little Ford Right seat in the EAA’s Ford Tri-Motor by Marla Boone
Sometimes Big Ford was be- raced by Ray Hegy of Hartford, however. He went along to photo- hind Little Ford. Sometimes Wisconsin, the old girl had fallen graph little ol’ me with Little ol’ Ford. Little Ford was in trail. But al- on hard times. Disassembled over In a story this marvelous, even ways, in the mist-filled Wiscon- 50 years ago and shunted from the weather gods bowed to the sin morning, there were two Ford owner to owner, the Waco ended happy ending. On the appointed Tri-Motors living out their desti- up in Larry’s possession. He, with day, and at the appointed hour, the nies and allowing others to live no time to do the required restora- air was still and chilly and thick out their dreams. tion, sold it to a mutual friend who with lift. We presented ourselves promptly sold this deserving craft at the Tri-Motor booth to be met In Isaac Newton, Edmond Hal- to Steve and me. NC4777 is now in by Larry, who cemented his high ley had his man of mathematics. In the process of becoming airworthy. standing with Steve by saying, Stephen Hawking, we lesser mor- Four wings and a center section are “You can have a turn after Marla.” tals have our man of science. With built, boxes of parts lie carefully We reviewed the rules, signed a all due respect to the law of inverse cataloged in the basement, and the waiver, and absorbed a safety brief- squares and A Brief History of Time, fuselage is being readied for a more ing. We were told the waiver stated I would like to proclaim that I have reliable Continental W-670. She that no matter what happened, we Larry . . . my man of offers. will fly again. would not summon the legal ea- Initially was the offer of friend- Over the course of the restora- gles. Now that the Tri-Motor was ship. At the time of our first tion, Larry has continued with of- sitting so very tantalizingly close, meeting with one another, Larry fers—advice, a sympathetic ear, I would have signed a paper sell- owned a Waco and we owned a and unfailing encouragement. ing my mother to the gypsies for a Waco. It’s a relatively small com- But then at AirVenture 2014, he crack at it. Larry tried to describe munity and our paths crossed. made the most astonishing offer how best to access my seat. “Don’t Other common interests were of all. Our friend is one of an im- forget to duck when you step up discovered. My husband, Steve, mensely gifted crew of pilots who into the cockpit,” he said. “It’s re- and I would run into Larry and fly the Ford Tri-Motors. There is ally low. You gotta duck.” Then it his wife at AirVenture and a few Big Ford, weighing in at 12,499 was time to walk up the ramp and other flying events throughout pounds, and Little Ford, a petite back in time. the year. They are tremendously 10,130-pounder. “Maybe you could Scaling the sloping aisle of the likeable people and as crazy about come and ride right seat in the Tri- fuselage and—remembering to airplanes as we are. Kismet. Motor,” he e-mailed me early in duck—maneuvering myself into Then, three years ago, Larry the week. Thereafter, that “maybe” the right front seat were prelude offered NC4777. Triple seven, occupied nearly my every wak- to the choreography of three en- an airplane with a storied past, ing hour. Ensuing messages flew gine starts and warm-ups. The Tri- used to be an OX-powered Waco between his phone and my iPad. Motor team meshed seamlessly 10. NC4777 was, in fact, the very Tentative dates and times were with the veterans in the tower. A airplane used by the Tank broth- selected/discarded/rescheduled total of 12 words got us taxied and ers for the type approval for the and—oh, the joy—finalized. into the air. My job, as described lighter-weight, air-cooled OX-5 en- Steve was feeling just a trifle by the chief pilot, was to keep up a gine. Flown by John Wood in ser- grumpy about all this. His basic constant scan for traffic and to not vice with Northern Airways and good-sport personality prevailed, engage in a lot of distracting talk. 50 MARCH/APRIL 2015 He didn’t say anything about gasp- place at AirVenture. Arrivals and a runway. A narrow runway. A ing aloud in delight when we made departures and flybys were so very narrow runway on which a an improbably short intersection many buzzing bees sharing the very wide-geared Tri-Motor lands A Little takeoff on 36L and dropped over sky. Flying happily along, point- Time twice every 15 minutes. Flawlessly. into an ambitious right turn so as ing traffic out to each other, we im- Just days before, there had been a not to encroach on Runway 9/27. mersed ourselves in the moment. buffeting wind directly out of the With Little Ford My friends, this was a moment Larry insisted that real Tri-Motor east, unremitting and unrelent- for eloquence, and there I sat pilots flew while striking a jaunty ing. When I mentioned this small speechless. Snug in the upturned pose with their elbows stuck out hazard to happy taildragger land- snout of Little Ford, I felt the thrum- the window. Easily sliding open on ings (stiff crosswind on a skinny ming of the engines enter through its 85-year-old track, the window asphalt runway in a tailwheel air- my feet and settle somewhere in was opened and out went my el- plane . . . do not attempt this at my chest. My face was warmed by bow. In the remote chance I have home), Larry was humble enough the burgeoning sun that was wash- an opportunity to take a checkride to say it was a little tricky but no ing the waves of Lake Winnebago in a Tri-Motor, it’s comforting to real problem. with a golden tint. Larry, whose tal- know that, if nothing else, I have In all, I had the privilege of mak- ent for flying is matched only by his the pose honed to practical test ing four circuits. Four circuits in a enthusiasm for flying, was, liter- standards. Our designated route great stout airplane with countless ally and figuratively, in his element. took us over the placid, peaceful miles of sky behind her. Four cir- “How cool is this?” he demanded. seaplane base. Warbirds swooped cuits with one of the most accom- “Here we are in one Tri-Motor fol- below us, jets scooted behind us plished pilots I’ve ever flown with. lowing another Tri-Motor. This isn’t (but not for long), and, every- Four circuits with a man who knew something that happens every day.” where the eye could see, airplanes, what it meant to me and who never But ahead of us on this day, on this airplanes, airplanes. All too soon takes it for granted himself. Four incredibly special day, every cor- came a graceful right turn to line circuits making a forever memory. rugation on the wings of Big Ford up with Runway 36R. Four circuits with a guy who has reflected a glint of our same rising For 50 weeks of the year, Run- much to offer and does. sun, and she flew within her own way 36R is known as Taxiway Al- One thing for certain, when self-made aura. pha. During those two frantic NC4777 tastes the sky once more, And, of course, all this took weeks in July, though, it becomes we owe Larry a ride.
Little Ford, NC8407, has been fly- ing since EAA Oshkosh 1985. In 2014 Big Ford, NC9645, was added to the fleet. Big Ford is owned by the Liberty Avia- tion Museum in Port Clinton, Ohio, and is operated by EAA. The two Tri-Motors are used as ambassadors to take EAA’s mission out to the rest of the country. They visited nearly 70 cities in 2014. The airplanes are staffed by 18 volun- teer pilots and 50 ground volunteers. EAA employs five mechanics who keep these venerable airplanes fly- ing and an administrative staff who helps make the Ford Tri-Motor Tour program a great success. Approximately 15,000 passengers rode the Tri-Motors this year. All the volunteer pilots are active EAA members. Most are currently employed or retired professional pilots with an average flying time in excess of 15,000 hours. At most venues, all seats except the captain’s are sold to a passenger. In the hubbub of Oshkosh, however, the Ford Tri-Motor Tour program has different guidelines. These require that a certificated aviator occupy the right front seat to act as a safety pilot.)
www.vintageaircraft.org 51 Around the Pylons
Bill Falck and Rivets ROBERT STRAUB by Don Berliner
It took Bill Falck 13 years after brook company failed, he was back of the retired racer on his own, which beginning to build a racing plane to on the sea, this time on the Dodge would have resembled the Jeep. Un- get to his first starting line, but only family yacht Delphine. While this fortunately, the 375 cubic inch class five more to be the first to cross the turned out to be the end of his career was canceled before Bill could fin- finish line. as a seaman, he later admitted that ish his racer. He put it into storage, Born near Helsinki, Finland, in the sea, not the air, was his first love. pledging to take a much quicker, sim- 1913, he came to America with his In the early 1930s he became the pler route, when and if he saw an- parents at age 10 and settled in the co-owner of a de Havilland DH.60 other opportunity to get into racing. New York City area. Within three Gipsy Moth, and the siren call of the Before that could happen, however, years, Bill was taking a correspon- air took control. It was in 1934 that World War II reared its ugly head. In dence school course in airplane de- he began designing and building his 1941 he got a job as an instructor at sign. But if that suggests he had per- first original racer, while making a Parks Air College, moved up to the manently set his life’s direction at living as a serviceman for the local status of copilot on Eastern Airlines’ such a young age, he then headed off power company, Consolidated Ed- DC-3s in 1942, and entered the U.S. in a quite different direction. Due in ison, and for two years during the Navy in 1943 to fly transports and no small part to his origins in a sea- Great Depression, by shooting pool, fighters in the South Pacific. faring nation, he spent part of his a game that demands careful plan- Returning to civilian life in 1946, 16th year as a fireman and water- ning and foresight. he soon heard rumblings of a new tender on the yacht Corsair, owned His goal was the 375 cubic inch class of small racing planes, which by multimillionaire J.P. Morgan. class in the Cleveland National Air became the 190 cubic inch, or Good- At the same time, he began learn- Races. With the airframe nearing year Trophy Race class, in early 1947. ing aircraft construction, by paying completion in 1938, he bought the With only a few months in which to $1 a day to work on the Westbrook Art Chester Jeep, intending to use the create a completely new kind of air- Sportster. In 1931, after the West- Menasco C4S engine, prop, and cowl plane for a completely new kind of 52 MARCH/APRIL 2015 racing class, he set to work on the airframe of the Jeep. The complex Chester wing had to go, and was re- placed by a simple constant-chord af- fair. The fuselage didn’t fit his needs, and so it, too, had to be tossed aside. Using little more than the tail feathers of the Jeep, he rapidly put together an airplane that would do what he intended . . . get him into the sport. Any thoughts of beating veteran race pilots and designers would have been grossly unrealis- The original shape of Rivets, at Cleveland, 1948. tic. If the new machine worked, then it would be time to develop a com- course—the shortest so far used United States since the late 1930s, but pletely new design. at Cleveland—rookie Falck won at for reasons never stated, racers were The Falck Jeep was #89 N12930, 141.6 mph and took home $1,150. in their own category and permit- a green and silver, strut-braced mid- He had paid for his racer. Far more ted to fly with very few restrictions. wing that almost failed to survive important, Bill Falck had reached a Among the hundreds of men who re- its first flight from Falck’s small air- major goal in life: He was an official quested the specifications for the new field in Warwick, New York. Shortly designer, builder, and pilot of a rac- class from Art Chester, then presi- after takeoff, he closed the canopy ing airplane. dent of the Professional Race Pilots and in the process knocked the mag It was clear that the modified Jeep Association (PRPA), had to be quite a switches to “off.” The sudden silence did not have winning potential, and few who simply wanted to build sport produced panic among his friends so it was sold, which should have planes, as well as others who liked back at the airport, but a quick scan given him funds to pay for materi- the idea that if you were claiming to of the instrument panel pinpointed als to build its replacement, except build a racer, you could buy a factory- the problem and was immediately that the buyer never got around to balanced C-85 from Continental Mo- put right. After a few test flights, he paying. Regardless, it was full speed tors for as little as $500. The flood was off to Cleveland for the very first ahead on what would be called #92 gates had been opened. “midget” race, to be held as a part Rivets (named for an old comic strip His eye on the future and winning of the 1947 National Air Races. It dog) N60089. races, Falck planted himself in the would also be a major experiment Bill’s previous ventures into air- great New York City Public Library for American air racing, with a book- plane design studies had been gen- and began to work his way through let of rules in a sport long known for eral in nature, while this one would stacks of NACA Technical Bulletins wide open competition. be about as specific and single- in search of ideas large and small At Cleveland, Bill was among his purpose as one could imagine. His that would make Rivets a winner. idols, including Steve Wittman and new airplane had to weigh at least Roy Berry, a midget racer and airline Art Chester, as well as his peers, 500 pounds empty, have at least 66 pilot, years later had a schedule that men who had a lot more enthusi- square feet of wing, and use any en- gave him time in New York, which he asm than experience. Few knew gine having no more than 190 cubic spent at the same library and reading exactly what it would take to win inches’ piston displacement. That, to the same materials. He said he could in this very new class, and their at- be realistic, meant the well-proven see Rivets being designed, right be- tempts varied from highly profes- Continental C-85, of 188 cubic fore his eyes. From this came the up- sional to starkly amateurish. inches and developing 85 hp at CAA- draft cooling, main landing gear out- Falck, who was about to see an approved rpm, a number on the ta- side the propeller arc, and unusually airplane race for the very first time, chometer that is of limited interest large ailerons that produced the de- qualified 8th out of 12 at 135.8 mph. to air racing people. sired rolling power without sticking In two elimination and two semifi- In 1947 there was no vast body of far out into the airflow. nal heats, his speeds ranged from experience in building airplanes at Toward the end of August in 1948, 138 mph to 143 mph. In the 10-lap home, such as there is today. Flying a large crowd of Goodyear racers be- consolation race around the 2.2-mile a “homebuilt” had been illegal in the gan to gather on the south side of www.vintageaircraft.org 53 Three photos with Bill Falck and Rivets on a racing flight line.
heavy, forcing Falck to fly around the 2-mile rectangular course in a nose- high attitude. In pylon turns, this displayed the sharp sweep-back of the wings’ leading edge, which was to prove of great value in the future. All in all, Rivets was the joke of the ROBERT STRAUB PHOTOS ’48 air races (at least among the spec- tators), even when Falck placed sec- ond in the consolation race at the same speed as 1947. He won the Goodyear Conso- lation Race in 1949 at a much- improved 168 mph, thanks to a new low-drag canopy. In January 1950, at Miami, he qualified for the Cham- pionship Race for the first time, plac- ing 7th at 173 mph. People started to pay attention to the quiet, decid- edly unglamorous airport operator from rural New York. At Detroit in the 1950 Continental Trophy Race, he finished 5th at 182 mph, and the next year he again crossed the finish line in 5th place, though at 187 mph. Cleveland Airport. Among those at- out by the National Aeronautic Asso- The basic idea worked, and he con- tracting particular attention was ciation (NAA) for safety reasons not tinued to bring each part of Rivets up Rivets, not because of its sleek lines, long before race time, Falck had to to championship status. Each win- but because of the huge canopy that make some quick, temporary modifi- ter, when the airfield at Warwick, had been required for visibility by a cations in order to be allowed to race. New York, was snowed in, Bill “Wil- prone pilot. As that had been ruled The changes left Rivets nose- lie” Falck would concentrate on one 54 MARCH/APRIL 2015 of many areas needing careful atten- little one at obscure Dansville, New Friends of Willie, well aware of his tion: the cowl, inside and out; the York, in 1954. Falck was the king of slow, methodical way of building, had wingtips; the wheelpants; the tail; the midget racers, but he reigned serious doubts about ever seeing the the canopy. Most new parts were over a land having few subjects. The red-and-yellow #92 on a race course scratchbuilt, others were reworked crowds were tiny, and the publicity again. But in just a few months, and Aeronca Champ components. That hidden on a back page. Yet it was a under considerable time pressure, airplane held a special place in his time when pilots raced for the pure the reconstruction had been com- heart, and right to the end, Rivets’ sport of it at places like Westchester, pleted, and he was able to win one spinner was from a Champ, and the New York; Reading, Pennsylvania; of the two races of 1957 almost as if final low-drag canopy was built from and Niagara Falls. The challenge of nothing dire had happened. pieces of Champ windshield. beating the best had not dimmed, Rivets was the cream of the 190 The winter of 1951-1952 proved though a little more prize money cubic inch class, and Bill Falck was to be critical. He spent the long, would have been welcomed. unquestionably the man to beat. cold nights designing and then Falck stayed at or very near the This could easily have led to some hammering out a superb set of top for the next decade. In 1955 he dull racing, for everyone but Falck. long, close-fitting aluminum wheel- built a new T-tail, which increased When one person dominates, com- pants that gave him an estimated both speed and stability, and gave petition suffers, and increased com- 12 mph boost. The first race of the Rivets its final look. The next year at petition was one of the cornerstones year was at Chattanooga, Tennessee. Niagara Falls, he set his first record, of the class. Understanding this bet- In the 12-lap Championship Race clocking 208.8 mph in time trials ter than most, Bill developed a rare around the 1.98-mile course, he got and then winning at 199.96 mph. skill for making races look a lot more off well behind Steve Wittman in his Back home, in December 1956, exciting than they otherwise might #1 Bonzo, due to a large difference in tragedy struck. A hangar fire de- have. By holding back and timing their takeoff weights. Falck climbed stroyed several airplanes and turned his all-out drive to the finish line, he up to his usual 150 feet to stay clear Rivets into a twisted, smoking wreck. won many a race by a slim margin of turbulence and traffic and still be able to see the pylons thanks to the sharp sweep-back of his leading edge. He began whittling away at Steve’s lead. By the 5th lap Falck was right on the old master’s tail. Noth- ing Steve could do would slow Falck’s drive, and he soon eased past into the lead. For years, once Wittman had the lead, no one had been able to pass him, but here was a guy who had been racing barely five years and had accomplished what far more ex- perienced pilots had failed to do with any consistency. Willie went on to win and to bask in the winner’s glory. Later in the year, he became one of the first to break the 200-mph barrier on his way to 2nd place in the Continen- tal Trophy Race at Detroit. He was on the verge of a National Champi- onship when Continental ended its sponsorship, and the era of national sponsors had passed. There was not a single American pylon race in 1953, and only a single www.vintageaircraft.org 55 In St. Pete, FL, May 1966 Falck was up early to try 3-km run.
DON BERLINER PHOTOS
The winner, Rivets towed by mechanic Don Connely.
dash down the home- sually close races, Falck never failed stretch on the last lap. to time his sprint to give the crowd Falck would push Riv- a thrill. A close look at their relative ets’ nose down slightly, speeds in qualifying revealed that gaining speed as he lost Falck often had as much as 10 or 12 the altitude he had ac- mph in reserve and simply wanted quired at the start. the paying customers to get their Downey would push money’s worth. his throttle to the stop, At Tampa, Florida, in 1965, the but inevitably the dis- Championship Race was closer Falck checks his engine. tinctive shadow of Riv- than usual, with the timers’ $800 that belied his actual superiority. ets would creep steadily over the des- Longines stopwatches showing iden- His prime opponent was top race ert floor, past Downey and on to the tical times for the two rivals. But the pilot and friend Bob Downey, pilot of finish line. Poor Bob began calling unanimous ruling of the finish line #14 Little Gem, whose lower takeoff Falck “The Hawk,” after the way he judges gave the victory to Willie by weight enabled Bob to get off quicker swooped down to devour his prey. about 3 feet! and into a solid lead, while the much There seemed to be nothing Downey Gradually, new airplanes entered heavier Falck struggled on behind. could do to prevent another Falck the sport with more advanced aero- Time and again it looked like Downey victory. And, indeed, there was noth- dynamics and more sophisticated might finally win one. That is until the ing he could do, for in what were vi- engine tuning that enabled them 56 MARCH/APRIL 2015 Reno, NV, September 1965. DON BERLINER to run at well over 4000 rpm, while the newest composite speedsters. As an indicator of what kind of Willie continued to insist he had In 30 years of racing midgets, Bill person he was outside his shop and never turned higher than 3850 rpm Falck won dozens of races, set many outside his little airplane, one day in a race. Bill and Rivets got older speed records, and gained a repu- at Reno in the mid-1970s, the au- and showed signs of not having got- tation as the very best at what to thor ran into him heading for the ten the proper pre-race attention. At him was very important. In 1994 grandstands carrying a tray of soft Cleveland in September, 1977, the he was formally inducted into the drinks. Bill explained that he was FAA foolishly insisted that the midg- Motorsports Hall of Fame. His first, taking them to the air race an- ets use a formation air-start even still-unfinished Falck Special is in nouncers, as he thought they might though few of them had any experi- the EAA AirVenture Museum. be getting thirsty. ence and none of them had radios. As they were approaching the race course, off to the left of the huge crowd, Rivets rolled over and dove straight into Lake Erie. Post-race examinations turned up nothing obviously wrong with the airplane or its pilot that might have led to the crash. This left a vacuum that was filled with rumor and poorly supported theories. The cause of the accident will probably never be known, though it is hard to imagine Falck having made a mis- take in his handling of the airplane. While Rivets’ total flight time was not much over 120 hours in almost 30 years, Bill knew the airplane as well as anyone has ever known an airplane. He was especially aware of its shortcomings. Just how good were the pilot and his airplane? In 1973 at Reno, they set a qualifying record at 235.26 mph. Forty years later, in 2013, that speed would still have placed them ahead of all but four of www.vintageaircraft.org 57 The Vintage Mechanic
ROBERT G. LOCK
Evolution of aircraft instruments Part 1
Did you ever wonder how aircraft instrumentation evolved? Well I did, and here are the results of my re- search. In the beginning, some aircraft instruments were adapted from current use in industry, such as maritime and manufacturing. The compass, tachom- eter, and pressure and temperature gauges were in use long before the airplane came along. However, in my journey exploring this subject, it became very ap- parent that a few instruments were unique to the air- plane, such as the airspeed indicator, altimeter, turn and bank, and rate of climb. No doubt that some in- strumentation was an adaptation of timepieces that were in wide use. And some instruments adapted to aircraft were imported from England and France, but I’d like to deal only with those that were either manu- factured or imported and sold in the United States. So let’s look back and try to trace the roots of early instrumentation. Figure 1 is an early advertisement. Certainly the earliest makers of instruments adapted to the airplane were precision watchmakers, who were in the beginning the English, French, and Swiss. In the United States one of the first was the Jaeger Watch Company, located in New York City. In the advertise- ment, shown at right, note that it had offices in London, England, Paris, France, and Geneva, Switzerland. The Jaeger company went on to manufacture other aircraft instruments, particularly chronometric tachometers. Figure 1 Elgin National Watch Company also began manufac- turing aircraft instrumentation under the name Avigo. Figure 2 shows a simple ball and bank indicator. The name of the company came from the factory loca- Note the company statement: “Absolute accurate tion—Elgin, Illinois. Its products were a compass, turn check upon your ‘feel’ of the ship.” An interesting and bank indicator, clocks, and a tachometer. statement given the year—1929. “Blind” flying was 58 MARCH/APRIL 2015 still a military proce- caused the instrument dure as very few civil- to “deviate.” ian pilots could fly on Add to this any elec- instruments. trical cable, and the Perhaps we should deviation got worse. It begin this discussion became necessary to starting with the com- compensate the com- pass. Early compasses pass by turning adjust- were adapted to aircraft able magnets to reset use by Pathfinder, Air- the cardinal headings. path, Sperry, and Kolls- This process became man. Figures 3, 4, and known to mechanics 5 show some early com- as “swinging the com- pass units. pass.” Possibly the most The compass had widely used compass been developed primar- in the early days was ily for ship navigation what we now call the on open waters, but it “bubble face” compass, was readily adaptable due to its rounded face. Figure 4 for aircraft use. Figure 5 is the Pioneer The compass was compass of the late eventually mounted 1920s. Where there in aircraft that were was room, the compass constructed of steel was mounted behind and aluminum, which the instrument board, Figure 2 or if there wasn’t room, it was mounted atop the panel directly in front of the pilot. Note the amount of space needed to mount this instru- ment behind the panel. Tachometers will be next in our discussion of early instruments. Tachometers had been around and used for any type of motor Figure 5 where the operator needed to control speed of shaft output. One of the first was the Reliance tachometer, manufactured by Nelson Blower and Furnace Com- pany, Boston, Massachusetts. These early tachom- eters were very heavy for their size and featured a 3-3/4-inch diameter face and a steel case. Figure 6 is an early Reliance tachometer. There were several manufacturers of mechanical tachometers, as they were easily adapted from com- mercial use. Certainly the largest manufacturers of aircraft instruments were Pioneer and Consolidated, along with smaller companies such as Joseph W. Jones, which manufactured tachometers for the Bu- Figure 3 reau of Steam Engineering from its facility in New www.vintageaircraft.org 59 York. The Jones tachometer featured a 4-inch diam- ment. Shown below is a sketch of how the mecha- eter face with four drilled “ears” for mounting. nism is constructed.
Figure 6 It is interesting to note that these early mechani- cal tachometers were not standardized as to their face diameter, thus making instrument panel layouts dif- ficult because all instruments were of a different size. Figure 8 By 1930 the Society of Automotive Engineers (SAE), along with the Army and Navy, began to standardize Note that the tachometer cable drive turns gear the diameter of the face of the instrument. Typical “G,” which turns the shaft causing flyweight “A” to diameters were 2-3/4, 3-1/8, and 3-3/4 inches. move outward, which in turn makes needle “K” indi- The Travel Air 2000 of 1928 was equipped with cate engine rpm. these types of instruments. It is interesting here to While it is unknown exactly when Consolidated In- note that the Jones 4-inch diameter tachometer ap- strument Company of America was first established, pears exactly the same as the Consolidated 4-inch di- it is known that in 1929 the company acquired the Ju- ameter tachometer. lien P. Friez & Sons Company that made meteorologi- Consolidated Instrument Company also marketed cal instruments in Baltimore, Maryland. Julien Friez a “cluster” panel of instruments as shown in Figure 7. immigrated from Belfort, France, in 1870 and brought with him a background as an apprentice in the scien- tific instrument trade that was practiced extensively in that area near Switzerland. His company had set up a factory in Baltimore and provided instruments to the U.S. Weather Bureau. The elder Friez died in 1916, and the business continued under the direction of his son, Lucien. During the acquisition, Lucien Friez stayed with the Baltimore plant and, in 1941, made application to erect a new plant. The new plant was constructed for Bendix-Friez in 1942 by the Defense Plant Corporation, as the company entered wartime production of all types Figure 7 of instruments. The October 1929 issue of Aero Digest These were self-contained units that could be contains an advertisement showing manufacturing di- mounted directly into an instrument board. Many visions: Julien P. Friez & Sons, Molded Insulation Co., manufacturers adapted these easily mounted clusters Mount Vernon, New York, and Aircraft Control Corp., in their designs. Arkansas Aircraft Corporation (later Philadelphia, Pennsylvania. This a very interesting side Command-Aire), Curtiss Robin, and many other ships note in the history of aviation and related products. Fig- of this era used these instruments. The Jones/Con- ure 9 is a 1928 advertisement for Consolidated Instru- solidated centrifugal tachometer (Figure 8) resembled ment Company. Note that the compass illustration in the watchmakers’ skill in constructing the instru- the lower-right corner is upside down. 60 MARCH/APRIL 2015 and temperature indicators. One such early manu- facturer was Mo- toMeter Gauge and Equipment Company, Long Island City, New York. Temperature indicators were needed for oil and Figure 9 coolant sensing, Pioneer Instrument Company, on the other hand, while pressure marketed separate instruments with its logo “PI” indicators were etched on the dial face. The factory was located in needed for oil Brooklyn, New York. Pioneer produced aircraft in- and fuel pressure struments of various types for many years. Pioneer sensing. In rare Figure 11 Instruments was eventually absorbed by the Bendix cases, a tempera- Aviation Corporation and became the Eclipse-Pioneer ture indicator was Division. However in its early days it manufactured placed in the car- many individual instruments for current production buretor to sense aircraft in the 1920s. The Pioneer tachometer shown fuel/air charge in Figure 10 is a 3⅛-inch diameter piece and dates temperature, so back into the 1920s. Dials were most often iridium, the aviator might which glowed in the dark. detect icing of the Driving the ta- carburetor. chometer required Note in the a flexible shaft in- advertisement side a wound hous- in Figure 12 the ing. These flexible statement that the tachometer drive instruments are shafts were an out- now in Army-Navy growth from the (AN) size, which dental industry, is the beginning which used them to of AN standard- drive their tools for ization of aircraft Figure 12 drilling teeth. These instruments. flexible steel wire Most all of these early instrument products drive shafts even- were developed by skilled watchmakers, scientific Figure 10 tually evolved into instrument inventors, and other craftsmen with aircraft tachometer related skills that were gained well before the air- drives. Tachometer drive shafts were manufactured plane came of age. Through apprenticeship and in left- and right-hand drives and to various lengths. training, particularly in England, France, and Swit- Once made, they could not be shortened. Wound in- zerland, these skills immigrated to the United ner drive shafts were lubricated with graphite grease. States in the late 1800s and early 1900s. And as Tach cables drove into the instrument case at various these immigrants settled, they stayed around the clock locations, such as 3 o’clock, 6 o’clock, etc. Figure New York and Boston area to eventually found 11 is an advertisement for tachometer drive assem- small shops, then larger factories, to produce all blies. Note that the company also manufactured den- types of instrumentation. Undoubtedly these small tal equipment. factories were absorbed by larger, more successful Several manufacturers have entered the aviation companies and were adapted into inventing instru- business by providing such instruments as pressure mentation for airplanes. www.vintageaircraft.org 61 New Members Name...... City, State,Country Barry Hancock ...... Lindon, UT Joe Persinger ...... Denver, NC William Aanstad...... O Fallon, IL Tony Handley...... Arcola, MS Michal Pilch...... Drogomysl, Poland Danny Aavang ...... Fort Wayne, IN Michael Haney...... Tehachapi, CA Paul Pilipshen ...... Bay Shore, NY Romaine Albrecht...... Ohio, IL Diane Harnisch...... Atlantic Beach, FL Janet Plumb...... Verona, WI Bryce Alcock...... Valparaiso, IN David Harris...... Lakeland, FL Gary Powers...... Roanoke, VA Richard Altendorf ...... Northwood, ND William Harris...... Topeka, KS Rick Purrington...... Clinton, UT Richard Amrhein...... Homestead, FL Ryan Harris...... West Nyack, NY Mike Ramos...... Dodgeville, WI Christopher Andersen ...... Columbus, OH Bryan Harrison...... Carbondale, IL Timothy Raupp...... Oshkosh, WI John Anderson...... Landenberg, PA Bill Hart...... Sharpsburg, GA Scott Reetz...... Clintonville, WI Denis Arbeau ...... Napa, CA Matt Henderson...... Kyneton, Australia David Reichard...... Dayton, OH Thomas Arnold...... Casper, WY William Hill ...... Nashville, TN Chris Riedener ...... Beaverton, OR Scott Baber...... Palmdale, CA Jeffrey Hinkle...... Arvada, CO Michael Rinker...... Union City, TN Brandon Barker ...... Oklahoma City, OK Steven Hoffman ...... Nokomis, IL Chris Rounds ...... Tullahoma, TN James Bates...... Slidell, LA Thomas Hogan...... Fairfield, OH Dave Roy...... Prescott, AZ Richard Beebe ...... Hamden, CT Christina Hollibone...... Fairbanks, AK John Rummery...... Whangarei, New Zealand Clarence Beintema...... Kitchener, ON Mark Honeycutt ...... Elizabeth City, NC Bob Schefter...... Fergus Falls, MN Todd Bengtson...... Tyler, TX Lon Horton...... Waubeka, WI Mark Schemm...... Sterling Heights, MI Harold Bickford...... Auburn, NE Mark Hughes ...... Alpharetta, GA Carl Scheuneman ...... Plano, TX Edith Bickford...... Auburn, NE Eva Hughes ...... Alpharetta, GA Louis Schmidt...... Orange, CA Dennis Bittner...... Jacksonville, FL Mark Nicholas Hughes...... Alpharetta, GA Connie Schmidt...... Orange, CA Daniel Bostrom...... Junction City, KS Evan Hughes...... Alpharetta, GA Michael Schnell...... New Bremen, OH Paula Breton ...... Acworth, GA John Hulls...... Point Reyes Station, CA Robert Schrammel...... Waukesha, WI Frosine Brown ...... Poway, CA Barry Hutton ...... Williamson, GA Ronald Scott...... Buda, IL William Brown...... San Antonio, TX Philip Isch ...... Geneva, IN Pierre William...... Senneville Pincourt, QC Bob Brown...... Newcastle, OK Rajkumar Jain...... Mumbai, India Dennis Shanks ...... Elburn, IL Erin Brueggen...... Oshkosh, WI Robert Jeffery...... Crescent Head, Australia Shawn Shippee...... Northfield, MA Lynn Bueckman ...... Hattiesburg, MS Sean Johnson...... Fresno, CA Randall Sikora ...... Boca Raton, FL Casey Bussett ...... Yukon, OK Brian Johnston...... Washtucna, WA Gordon Skerratt...... Toronto, ON Gary Caldwell...... Jacksonville, FL James Jones...... Arvada, CO Paul Smith...... Plainfield, IL Daniel Camacho ...... Lenexa, KS Carl R. Jones...... Clinton, NY F. Snyder ...... Wichita, KS Trevor Cammidge...... Ossett, United Kingdom John Kaprocki...... Ormond Beach, FL Kenneth Snyder ...... Spring, TX Ryan Carper...... Marietta, OH Carol A. Karlewicz...... Cincinnati, OH Victor Sobrado...... Noman, OK Alan Casner ...... Auburn, CA Mike Keenum...... Ocala, FL Peter Soderquist...... Mesquite, NV John Chancellor ...... Columbia, MO Gene Kent ...... Richardson, TX Steven Sowinski ...... Elk Grove Village, IL Michael Chenoweth...... Homestead, FL Barry King ...... Bentonville, AR Harold Spivey...... Dunwoody, GA Gregory Clark ...... Sugarloaf Key, FL Adam Kite ...... Ogden, UT Dick Stafford...... Mora, MN Lewis Clark...... Lansing, MI Erling Kjærnes...... Nesoddtangen, Norway Donald Steen...... Saint Johnsbury, VT Margie Clark...... Lansing, MI Glen Klassen...... Neepawa, MB Donald Stewart...... Vulcan, MI Robert Clift...... Milton, WI Duke Klement...... Grass Valley, CA Gary Stewart...... Stilwell, KS Efrem Cockett ...... Guernsey, United Kingdom Brad Kratz ...... Mahaffey, PA Hugh Stoops...... Belleville, IL Robert Colby...... Bigfork, MT Anthony Krause ...... Brentwood, MO Scott Stueckradt...... Huxley, IA Robert Cook...... Rensselaer, NY Douglas Leamon...... Anchorage, AK John Taye...... Boise, ID Gary Coonan...... Bell Buckle, TN Thomas Leaver ...... London, United Kingdom Scott Taylor...... Aurora, CO Axel Cordemans ...... Wanchai, Hong Kong Ed Lewandowski...... Lakewood, CO Stephen Taylor ...... Medina, WA Kent Corney...... Gordon, Australia Paul Lewis...... Tomball, TX Kris Taylor...... Medina, WA Mathieu Cote ...... Acton Vale, QC Kevin Lienke...... Beaver Dam, WI Isabel Taylor...... Medina, WA Chris Craver...... Hanover, VA Christopher Lindauer...... New Athens, IL Finley Taylor...... Medina, WA Michael Crouch...... Woodstock, IL Bobby Litchfield ...... Ontario, CA Scott Thiel ...... Edgewood, WA Doug Crumrine...... Granbury, TX Mike Lockhart...... Redlands, CA Craig Thighe...... Parker, CO Fred Culick...... Altadena, CA Daniel Loegering...... West Fargo, ND Julius Thorolfsson...... Kopavogur, Iceland Alex Cywan...... Sherman Oaks, CA Richard Luke...... Pittsboro, NC Jerry Tobias ...... Omaha, NE Damian Delgaizo...... Andover, NJ Gary Lundberg ...... Taylorsville, KY William Toole...... Goochland, VA Henry Derrick...... Greenville, SC Sandy Lundberg...... Taylorsville, KY Tom Treharne...... South Wales, NY Tom Donnelly...... Salome, AZ John Magoffin ...... Tucson, AZ Barry Triplett...... Ct Durham, United Kingdom James Douglas ...... San Francisco, CA John Mahany...... Long Beach, CA Shane Twohy...... Osceola, WI David Downey ...... Harleysville, PA Seth Maher...... Dublin, OH Gustav Ulrich ...... Whispering Pines, NC Steven Dull...... Sammamish, WA Charlie Manning...... Interlochen, MI Marlene Vale ...... Mercer Island, WA Allen Dunckel...... Weslaco, TX Jonathan Martel...... Lewiston, ME Shane Vande Voort ...... Pella, IA Charles Dupuis ...... Saco, ME Mark Martin...... Elk Grove Village, IL Eugene VanDePutte...... Lopez Island, WA Terry Durham...... Parker, CO Phillip Ray...... Mason Park City, UT John Vander Horn...... Middle Grove, NY Jeremy Eisenbrandt...... Grand Rapids, MI John Meade...... Cherry Valley, NY Scott VanDevanter...... Centerville, OH Mark Erickson...... Brandon, SD Scott Meisenheimer...... Waukesha, WI Adam Verdin...... San Luis Obispo, CA Mike Eriksen...... Wells, NV Mike Meister...... Muscoda, WI Keith Vinyard...... Fenton, MO Matthew Erwin...... Belleville, MI Neil Menard...... Redding, CA David Vizzolini ...... Lebanon, TN C. Eskey...... Virginia Beach, VA Donna Mersal...... Pompano Beach, FL Thomas Wade...... Ellisville, MS Megan Everett...... Easton, PA Mark Miller...... Vickery, OH Ronald Wagner...... Excelsior, MN Steve Faulk...... Denver, CO Lorin Miller...... Colo, IA Christopher Walsh...... Harrison, ID Chris Fay...... Wilson, NY Robert Mims...... Columbus, GA Jocelyn Warrick...... Woodinville, WA Chris Feaster...... Richmond, IN William Miracco ...... Batavia, OH Benjamin Watsky ...... Montclair, NJ Clint Fereday...... Grand Rapids, MI Michael Morgan ...... Represa, CA Bobby Watson ...... Villa Rica, GA Carolyn Fereday ...... Grand Rapids, MI Bart Morrow...... Gooding, ID James White...... Bedford, TX Nicolas Fereday...... Grand Rapids, MI Michael Mouat...... Hemet, CA Chris Wilco...... Canajoharie, NY Richard Filipowicz...... Reno, NV Brad Muir...... Hamilton, ON Mark Williams...... Saint Joseph, MI John Fish...... Fayetteville, GA Terrence Murphy...... Belmont, NH Phillip Wilson...... Viola, DE Tom Flanagan...... Hagaman, NY Steven Myron...... Puyallup, WA Heinrich Wintermann ...... Ladenburg, Germany Stuart Fraley...... Indianapolis, IN Christopher Nesin ...... Chattanooga, TN Clifton Woodford...... Fox Point, WI Mark Gaponoff...... Mercer Island, WA Kie Nobra...... Houston, TX John Woodrow...... Springfield, OH Glenwood Garner...... Newport, NC Holliday Obrecht...... Mooresville, NC Jeff Woods...... Carson City, NV Mark Geisler...... Dallas, TX Timothy Orton...... Walker, MN Christopher Yakubek ...... Oakland, CA Matthew Genuardi...... Orlando, FL Christopher Owens ...... Marshfield, WI Kouji Yamazaki...... Ohme-Shi, Tokyo Michael Gerhardt ...... Birmingham, AL Jeffrey Parker...... Virginia Beach, VA Kyle Yates...... Stanwood, WA Fred Grant,...... Eaton, IN George Parks...... Milan, MI Boyt Young...... Hamill, SD Bruce Gray,...... Lincoln, CA Norman Parmley...... Trent Woods, NC Ramin Zamanian ...... Katy, TX Harry Griffing, III...... Sandusky, OH John Peapples ...... Little Rock, AR William Zemotel...... New Port Richey, FL Frank Grossmann ...... Rochester, NY Yon Perras ...... Morrisville, VT Josh Zuerner...... Terre Haute, IN
62 MARCH/APRIL 2015 Straight & Level AERO CLASSIC “COLLECTOR SERIES” continued from page 1 Vintage Tires New USA Production otherwise, regarding the new VAA magazine and our many other valued member benefits. Show off your pride and joy with a fresh set of Vintage Rubber. These So, what is going on in the vintage airplane newly minted tires are FAA-TSO’d movement? The answer is, “A lot!” The debate over and speed rated to 120 MPH. Some third-class medical reform continues to heat up. things are better left the way they were, and in the 40’s and 50’s, these tires were perfectly in The self-imposed evaluation period for the DOT to tune to the exciting times in aviation. respond to the EAA/AOPA petition has long ago ex- Not only do these tires set your vintage plane apart from pired, and this really makes me wonder what in the the rest, but also look exceptional on all General Aviation world is going on here. aircraft. Deep 8/32nd tread depth offers above average tread life and UV treated rubber resists aging. All pilots are already required to conduct a self- First impressions last a lifetime, so put these jewels on and assessment of health to meet the requirement of bring back the good times..… FAR 61.53, which states that pilots must not fly New General Aviation Sizes Available: with a known medical deficiency or using medicines 500 x 5, 600 x 6, 700 x 8 that might affect their ability to fly. A plan is already in place to educate our recreational pilots on how Desser has the largest stock and to conduct a thorough self-assessment. Safety is selection of Vintage and Warbird not an issue, and in fact a thorough self-assessment tires in the world. Contact us training program requirement will in fact enhance with your requirements. Telephone: 800-247-8473 or the safe operation of an aircraft. Some believe that 323-721-4900 FAX: 323-721-7888 the time has come for our legislators to step in and 6900 Acco St., Montebello, CA 90640 change the federal guidelines regulating the third- 3400 Chelsea Ave, Memphis, TN 38106 In Support Of Aviation Since 1920…. www.desser.com class medical rules. One thing for sure is that we need to continue the dialogue with our legislators, and keep them informed of where we stand on this critical initiative. It’s that time of year to again consider a dona- tion to the VAA’s Friends of the Red Barn. This fundraising program is specifically relevant to what we as an organization can put on the table for AirVenture. Our current planning for these funds is to continue to execute on a number of capital improvements to the Vintage display area. These funds also go a long way toward funding this or- ganization with our routine day to day expenses. What Our Members Are Restoring Please be a friend to the Red Barn this year, where Are you nearing completion of a restoration? Or is it not a single soul is a stranger! done and you’re busy flying and showing it off? If so, we’d As always, please do us all the favor of inviting a like to hear from you. Send us a 4-by-6-inch print from a friend to join the VAA, and help keep us the strong commercial source or a 4-by-6-inch, 300-dpi digital photo. association we have all enjoyed for so many years. Let’s all pull in the same direction for the overall A JPG from your 2.5-megapixel (or higher) digital camera is good of aviation. Remember, we are better together. fine. You can burn photos to a CD, or if you’re on a high- Join us and have it all. speed Internet connection, you can e-mail them along with Come share the passion! See you at EAA AirVen- a text-only or Word document describing your airplane. (If ture Oshkosh—July 20-26, 2015. your e-mail program asks if you’d like to make the photos smaller, say no.) For more information, you can also e-mail [email protected].
www.vintageaircraft.org 63 VAA Directory
OFFICERS President Secretary Geoff Robison Steve Nesse 1521 E. MacGregor Dr. 2009 Highland Ave. New Haven, IN 46774 Albert Lea, MN 56007 260-493-4724 507-373-1674 [email protected] [email protected]
Vice-President Treasurer Dave Clark Jerry Brown 635 Vestal Lane 4605 Hickory Wood Row Plainfield, IN 46168 Greenwood, IN 46143 317-839-4500 317-422-9366 [email protected] [email protected]
DIRECTORS Ron Alexander Joe Norris 118 Huff Daland Circle 264 Old OR Rd. Griffin, GA 30223-6827 Oshkosh, WI 54902 [email protected] [email protected] Vintage Trader 920-688-2977 Something to buy, sell, or trade? George Daubner Tim Popp Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. N57W34837 Pondview Ln 60568 Springhaven Ct. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and Oconomowoc, WI 53066 Lawton, MI 49065 white only, and no frequency discounts. 262-560-1949 269-624-5036 Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing [email protected] [email protected] date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail ([email protected]) using credit card payment (all cards Robert D. “Bob” Lumley Susan Dusenbury accepted). Include name on card, complete address, type of card, card number, and expiration date. Make 1265 South 124th St. 1374 Brook Cove Road checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box Brookfield, WI 53005 Walnut Cove, NC 27052 262-782-2633 336-591-3931 3086, Oshkosh, WI 54903-3086. [email protected] [email protected] AIRCRAFT Piper J3/L4 for sale, 2012 Oshkosh Award Winner, 65 Cont, 163 SMOH, restored 2004, silver, $60K 740-943-2773, [email protected] Beechcraft D-18S Expeditor, 1953 completely restored, Royal Canadian Air Force Navigational DIRECTORS EMERITUS Trainer, Two Interiors, Passenger & Navigation Training, 478 hrs since restoration, Oshkosh David Bennett Charles W. Harris 375 Killdeer Ct PO Box 470350 Award Winner. 403-291-9027, [email protected] Lincoln, CA 95648 Tulsa, OK 74147 916-952-9449 918-622-8400 WANTED [email protected] [email protected] Donate your Airplane to Samaritan Aviation, a charity that provides missions and medical Robert C. Brauer E.E. “Buck” Hilbert services to remote areas of the world. www.samaritanaviation.com 970-249-4341 9345 S. Hoyne 8102 Leech Rd. Chicago, IL 60643 Union, IL 60180 773-779-2105 815-923-4591 The new standard in antique. [email protected] [email protected] Copyright ©2015 by the EAA Vintage Aircraft Association. Introducing the EAA and Vintage Aircraft Association Aircraft Insurance Plan with all Gene Chase Gene Morris All rights reserved. 8555 S. Lewis Ave., #32 5936 Steve Court VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Tulsa, OK 74137 Roanoke, TX 76262 of the special coverage options VAA Members require for hand propping, tailwheel, Vintage Aircraft Association of the Experimental Aircraft Association and is published bi-monthly at 918-298-3692 817-491-9110 EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vin- [email protected] grass strips, and unique aircraft. When you insure with the EAA Aircraft Insurance Plan Phil Coulson [email protected]. Membership to Vintage Aircraft Association, which includes 6 issues of Vintage 28415 Springbrook Dr. S.H. “Wes” Schmid you are helping VAA to continue to promote the heritage of vintage aviation. Airplane magazine, is $42 per year for EAA members and $52 for non-EAA members. Periodicals Post- Lawton, MI 49065 2359 Lefeber Avenue age paid at Oshkosh, Wisconsin 54902 and at additional mailing offices. POSTMASTER: Send address 269-624-6490 Wauwatosa, WI 53213 changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. CPC #40612608. FOREIGN AND [email protected] 414-771-1545 [email protected] APO ADDRESSES—Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO Ronald C. Fritz addresses via surface mail. ADVERTISING — Vintage Aircraft Association does not guarantee or endorse 15401 Sparta Ave. John Turgyan Check out the EAA any product offered through the advertising. We invite constructive criticism and welcome any report Kent City, MI 49330 PO Box 219 616-678-5012 New Egypt, NJ 08533 and VAA Plan today! Aircraft of inferior merchandise obtained through our advertising so that corrective measures can be taken. [email protected] 609-752-1944 EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions [email protected] Go to EAALowerRates.com or call us toll-free at 866-647-4322. expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests Insurance entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trade- Standard Category | Vintage | Aerobatics | LSA | Homebuilts | Warbirds | Sea Planes | Powered Parachutes & Trikes | Gliders | Helicopters marks and service marks without the permission of the Experimental Aircraft Association, Inc. is TM strictly prohibited. The VAA Insurance Program is brought to you by EAA Insurance and administered by Falcon Insurance Agency, Inc. © 2012 Experimental Aircraft Assoc., Inc. 64 MARCH/APRIL 2015 The new standard in antique. Introducing the EAA and Vintage Aircraft Association Aircraft Insurance Plan with all of the special coverage options VAA Members require for hand propping, tailwheel, grass strips, and unique aircraft. When you insure with the EAA Aircraft Insurance Plan you are helping VAA to continue to promote the heritage of vintage aviation.
Check out the EAA and VAA Plan today! Aircraft Go to EAALowerRates.com or call us toll-free at 866-647-4322. Insurance
Standard Category | Vintage | Aerobatics | LSA | Homebuilts | Warbirds | Sea Planes | Powered Parachutes & Trikes | Gliders | Helicopters
The VAA Insurance Program is brought to you by EAA Insurance and administered by Falcon Insurance Agency, Inc. © 2012 Experimental Aircraft Assoc., Inc.