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", D. ~ ~ 111 t\.) a:: -"-,-, ·~I ...... J.."'I ~ a.) -I ""' ~i,.. :." -,,.. ~, a.) -I -"'"l....., GEOFF ROB ISON PRESIDENT, VINTAGE AIRCRAFT ASSOC IATI ON

Spring means fly-ins!

Finally, April has arrived! I re­ of each pre-1968 model that Beech tion event of the year. So keep in cently read that this past winter, has produced over all these years. As mind that if you're tired of just be­ those of us here in the Midwest ex­ you may know, this is also the 60th ing an observer and you want to be perienced the second-longest sus­ anniversary of the classic Beech Bo­ a part of the action in the Vintage tained period of low temperatures in nanza. As many of you are aware, the area at AirVenture, you can step all recorded history. I believe every first Beech straight-tail actually flew right up to the VAA Vol unteer Reg­ bit of that. It was the first week in in December of 1945, but it wasn't istration Booth adjacent to the Vin­ March before I was actually able to type certificated until March of 1947, tage entry archway near the VAA raise the hangar door and work com­ followed shortly thereafter by the first Red Barn. You can volunteer and be fortably inside the hangar. That's the Model 35 V-Tail Bonanza that same part of the EAA experience. When best indication that spring is on its year. The Beech Bonanza holds a re­ you go home this year, you won't way. I never really believed much in markable record for being the longest just say, "l was at Oshkosh, II you'll that shadowy, groggy-eyed ground­ continuously produced aircraft model say, "I was a part of Oshkosh!" hog test anyway. in aviation history. The Vintage Air­ You can even pick your pleasures as Along with spring and its milder craft Association Type Club Parking a VAA volunteer. Whether it's parking weather, it's time again to prepare Committee is also planning a special aircraft, flipping pancakes, or helping the trusty old steed for flight. Be sure "Iimited" camping area in the Type out in the metal-shaping shop, I'll bet to take a close look at the old aerial Club parking area for those qualified you'll find plenty of interesting activ­ buggy, and don't just kick it in the Bonanza attendees looking to park/ ities in which to participate. tires. Give it a bath, rub its belly, and camp together in celebration of this Again we remind you that the talk sweet to it so it's in the right landmark anniversary. We hope to various AirVenture Vintage Red mood to get you through to the next see you there with your tent and your Barn programs are underwritten by annual. An hour or so with your fa­ pre-'68 Bonanza. the VANs annual Friends of the Red vorite instructor is in order if it's been Later this month [ plan to attend Barn program. Please give strong awhile since you've been aloft. Good Sun 'n Fun Fly-In at Lakeland, Flor­ consideration to supporting this luck, and be safe! ida. Although [ am not often able important VAA financial initiative. Once April starts, it seems many to attend this event, when I do it's Learn more about the Friends of the of us get serious about planning very fun, filled with an abundance Red Barn and how you can help at which flying events we want to put of laid-back Southern hospitality. www.Vi ntageA i rcraft. org/programs/ on our personal aviation events cal­ It's a really welcome opportunity to redbarn.html. endar. The efforts to plan for yet an­ visit with a lot of my Oshkosh avia­ Hope to see you there! other great EAA AirVenture Oshkosh tion friends, without all the hustle EAA AirVenture Oshkosh 2007, in 2007 find us attempting to figure and bustle of my responsibilities at The World's Greatest Aviation Cel­ out how we will ever top the previous Oshkosh. These folks put on a great ebration, is July 23-29. year's event. We are now only 100­ event, so be sure to check them out VAA is about participation: Be a plus days from opening day. Be as­ at www.Sun-N-FlIn.org. member! Be a volunteer! Be there! sured, we are well into formulating Remember, it's never too early Let's all pull in the same direction and developing a number of new and to begin planning your next visit for the good of aviation. interesting ideas for this year's event to Oshkosh. Stay tuned to the ever­ Remember, we are better together. in the Vintage area. One such item of changing events and attractions at Join us and have it all. interest is our plan, in conjunction EAA/VAA. Visit us regularly at www. with EAA, to host a special display of AirVenture.org and www. Vintage the Beech line of aircraft. The idea is [email protected]. to prominently display one example AirVenture is the premier avia­ N E APR I L VOL. 35, No. 4 2007 CONTENTS IFe Straight & Level Spring means fly-ins! by Geoff Robison

2 News

6 Restoration Corner Certification Requirements, Inspection, and Run-up by Dan Neuman

8 Can lJust Make Mine Experimental? Unfortunately it's not that simple by Joe Norris

9 Bringing New Horizons Into Focus The Aeronca Kids by Sparky Barnes Sargent

1 4 Dashing and Darting Through the Sky The diminutive Culver Dart Model LCA by Sparky Barnes Sargent

20 The Curtiss Model J The beginning of the famous Curtiss J series by Wesley Smith

24 EAA's Pioneer Airport Skiplane Fly-In Finally, snow! Real snow! by Ric Reynolds and H.G. Frautschy

26 The Vintage Instructor "Does that seem weird to you?" by Doug Stewart

30 Pass It to Buck Ever wonder how the Cessna Company got into STAFF the liaison aircraft business? EAA Publisher Tom Poberezny by Buck Hilbert Executive Director/Editor H.G. Frautschy Executive Assistant Jillian Rooker 32 Mystery Plane Managing Editor Kathleen Witman by H.G. Frautschy News Editor Ric Reynolds Photography Jim Koepnick 38 Calendar Bonnie Kratz Advertising Coordinator Sue Anderson 40 Classified Ads Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh COVERS Director of Advertising Katrina Bradshaw FRONT COVER: Tom Wathen's work to revitalize the Flabob Airport in Los Angeles reaches far out­ Display Advertising Representatives: side the boundaries of the airport grounds. The Wathen Foundation created a program to restore Northeast: Allen Murray a vintage airplane to teach youth in the surrounding neighborhoods that there were alternatives to Phone 856-220-7180, FAX 856-229-7258, e-mail: nilelllllurray(dJrlli/ulsprillg.colII the poor lifestyle choices made by some of their peers. Read more about this remarkable project in Southeast: Chester Baumgartner the article starting on page 9. EAA photo by Bonnie Kratz, EAA photo plane flown by Bruce Moore. Phone 727-532-4640, FAX 727-532-4630, e-mail: ([email protected] BACK COVER: I'd wager that anyone who saw a purple and cream Culver Dart go zipping by would Central: Todd Reese Phone 800-444-9932, FAX 816-741-6458, e-mail: [email protected] remember the event, and that certainly was the case for 9-year-old Mark Trimble in 1940. Sixty-five Mountain & Pacific: John Gibson years later, Mark can re-create that scene anytime he wants, since he 's now restored that same Phone 916-784-9593, e-mail: [email protected] Culver to just the way it was when he saw it at the Kansas City Municipal Airport. See the article Europe: Willi Tacke starting on page 14. Photo courtesy Kelly Trimble. Phone +498969340213, FAX +498969340214, e-mail: [email protected] VINTAGE AIRPLANE EAA Appeals for Release of F45 data was made. The FAA agreed, We All Need to Work Together to Abandoned Aircraft Data although no such withdrawal appears Defeat User Fee Proposal Should a former airplane manufac­ anywhere in the FAA records pertain­ If we're to be successful in the fight turer that, for all intents and purposes, ing to this type certificate. against the government's user fee no longer exists be allowed to deny Pangia further argued that it was proposal, general aviation (GA) has to the release of essentially abandoned evident that this new company did continue to stand together and work aircraft data to a private restorer for an not even know of the existence of through the U.S. Congress to defeat airplane built more that 70 years ago? an F45 aircraft until informed by the it. And although it was reassuring to Attorneys from the EAA Legal Advi­ FAA of Mr. Taylor's request. "To have hear broad skepticism and bipartisan sory Council were in Federal Appeals a trade secret, you should know you opposition to the Bush Administra­ Court in Washington, D.C., in early have a trade secret," Pangia said. tion's plan during the initial House February arguing that very pOint on Harry Riggs, EAA Legal Advisory Aviation Subcommittee hearing, it's behalf of Brent Taylor (EAA 576868). Council chairman, filed an amicus clearly going to be a tough battle. Taylor, who is executive director of curiae (friend of the court) brief on "We're extremely pleased that sev­ the Antique Airplane Association, is behalf of EAA, asking the court to re­ eral members of the aviation subcom­ seeking access to the original data for fer the case back to the U.S. District mittee share our opposition to the a Fairchild 45, which was designed Court for an evidentiary hearing. administration's proposed new fund­ and built in the late 1930s. "There never was such a hearing on ing scheme," said EAA's Earl Lawrence, Taylor's attempt to obtain the plans whether or not Fairchild had aban­ vice president of industry and regula­ through the Freedom of Information doned the trade secret or confidenti­ tory affairs. "They realize, as do EAA Act (FOIA) was denied in U.S . District ality, which they claim exempts them and the other GA organizations, that Court. EAA Legal Advisory Council from having to give up the plans un­ this proposal would be incredibly attorney Michael Pangia, arguing on der the FOIA," Riggs said. harmful to our nation's aviation in­ behalf of Taylor, asked the appeals The FAA has historically refused to re­ frastructure. We'll continue to stand court to refer the case back to the dis­ lease abandoned aircraft data when the united to keep aviation affordable, less trict court for an evidentiary hearing, holder of the type certificate is known complex, and more accessible for all." which, if granted, could pave the way and does not give permission to do so, a Bipartisan comments heard from for release of aircraft data needed for contention where EAA disagrees. the subcommittee members: the preservation of aviation heritage. Taylor commented, "I think it's a Chairman Jerry F. Costello (D­ The Fairchild Corporation, formed far-reaching case that we would like Illinois) cited figures showing the new in 1990, claims that it is the legiti­ to see resolved so people can still get proposal would hypothetically yield mate owner of the type "certificate, the drawings they need to simply pre­ approximately $600 million less in although its name does not appear serve aviation heritage." FY2008 than maintaining the current in any FAA records. "FAA regulations A decision is expected to occur in tax structure and more than $900 require that transfers of aircraft type late spring to mid-summer. million less from FY2009 to FY2012. certificates, like transfers of aircraft, Meanwhile, as EAA recently re­ "I question the wisdom of moving must be recorded in FAA records," ported, the FAA has proposed legisla­ to a new financing system that will not Pangia said. However, he noted the tion that would allow the release of generate as much revenue as the cur­ Fairchild Corporation appears no­ abandoned type certificate (TC) or sup­ rent tax structure when we clearly need where in the FAA records. The FAA plemental type certificate data (includ­ to make critical investments now to sided with the new company, taking ing blueprints) to individuals upon ensure that our nation's air traffic con­ the pOSition in court that compliance request, so they can maintain the air­ trol infrastructure is robust for the fu­ to the regulation by this company worthiness of their Vintage aircraft. ture," Costello said. does not matter, offering no legal rea­ This would remedy the current Rep. Robin Hayes (R-North Caro­ son for that position. "catch-22" surrounding orphaned lina) called the 300 percent tax hike Pangia argued that the original TCs, where owners are legally re­ on GA fuels (from 21 to 70 cents per company, the Fairchild Engine and quired to maintain and modify their gallon) "deadly" and felt there was Airplane Corporation, released the aircraft using approved data, even "no way user fees are fair, equitable, Fairchild 45 data to the public in 1955, though the data is unavailable be­ and are going to work." but the 1990-formed Fairchild Corpo­ cause the owner of the type certifi­ Rep. Leonard Boswell (D-Iowa) ration contends that it withdrew that cate cannot be found or is no longer used the terms "unfair" and "un­ disclosure when the recent request for in existence. continued on page 4 2 APRIL 2007 200';' AIHVENTUHE OSHKOSH ~ AIRVENTURE NEWS

Special arrival rules apply a day earlier this year than past years.

EAA AirVenture Flight Rules Start a Day Earlier This Year During EAA AirVenture, Wittman Regional Airport in Oshkosh becomes the busi­ est airport in the world, requiring the FAA to use special staffing and procedures to handle the high volume of air traffic. This year, those special arrival and departure procedures (outlined in the annual AirVenture NOTAM) will start on Friday, July 20, a day earlier than in the past. Pilots arriving before July 20 should use normal airport arrival procedures. All pi­ lots operating to or from the Oshkosh area from July 20-29 must have a copy of the Visit the AirVenture Website for 2007 AirVenture Notice to Airmen (NOTAM). We expect to have NOTAMs available Continuing Updates for order and download in May, but you can pre-order the printed copy now at www. Find out everything you need to know about The World's Greatest Avi­ AirVenture. orgj200 7jflyingjindex.html. ation Celebration at www.AirVenture. org. Look for continual updates on this year's special events and attrac­ tions, forums and workshops, accom­ modations, traveling to Oshkosh, and more. And don't forget to check out the biweekly EAA AvCast, audio pre­ sentations featuring aviation people, events and issues, and EAA AirVen­ ture Updates at www.EAA.org/podcast.

Join EAA at the Vote for the Greatest Aviation Movie of All Time More than 750 EAA members submitted more than 140 movie titles dur­ World's ing our recent online effort to select the top 10 aviation movies of all time. Now you can vote to determine which one we'll show on the big screen at Greatest the EAA Fly-In Theater, sponsored by Eclipse and Ford Motor Co., during the week of EAA AirVenture Oshkosh 2007. Aviation The top 10 movies are Twelve 0' Clock High (1949); The High and the Mighty (1954); The Spirit ofSt. Louis (1957); The Flight of the Phoenix (1965); Celebration Those Magnificent Men in Their Flying Machines (1965); The Blue Max (1966); Battle ofBritain (1969); The Great Waldo Pepper (1975); Top Gun (1986); and Memphis Belle (1990). Visit www.AirVenture.org/movie between now and May 2, 2007, and cast July 23·29 your vote!

VINTAGE AIRPLANE 3 wise, " calling for members to Usit to­ eral aviation community, and result 'lOur visit to Washington provided gether and work this out." in less congressional oversight and an excellent opportunity to review His Michigan colleague from across more influence on the national air­ the progress the FAA has made on the aisle, Republican Vern Ehlers (EAA space system by the airline industry." medical certification issues," Pober­ 685118), went a step further, pro­ Petri reiterated his support for gen­ ezny said. liThe agency has worked nouncing the proposal uDead on ar­ eral aviation and said that the future hard to address these matters, and we rival," also advocating a need to "sit funding needs for the national air­ applaud them for their efforts." down together and work out long­ space system need to be determined Along with the good news on spe­ range solutions." before deciding on a new funding cial issuance medical certificates, Til­ Rep . Peter DeFazio (D-Oregon) mechanism. His objective in the re­ ton reported: noted the proposed 300 percent fuel authorization bill is to ensure that - The FAA is moving toward pro­ tax hike (56.4 cents for air traffic con­ the United States remains the world viding certain clinics and aviation trol, 13.6 cents for the trust fund) leader in aviation. medical examiners (AMEs) the au­ would udepress GA activity and at thority to review special issuance cer­ best result in lower revenue." EAA Efforts Contribute tificates and make recommendations And Rep. Sam Graves (R-Missouri), to Improve Medical to the FAA's Aerospace Medical Certi­ EAA 619761 and an annual AirVen­ Certification Processes fication Office in Oklahoma City. The ture attendee, is terribly disturbed EAA's ongOing efforts on airman FAA would then expedite its review by this proposal. "I don't even know medical certification issues have based on those recommendations. where to start," he said. 'II understand helped create significant improvement While this falls short of EAA's "Super that you come in on opposite sides in the FAA special issuance medical AME" proposal that would allow ap­ and work toward the middle, but even certification process. It was not long proval authority to individual AMEs, the middle is unacceptable. I don't see ago that a huge backlog of special is­ it represents progress toward prevent­ anything but bad news with this." suance medical certificate applications ing future backlogs. What can EAA members do? meant waits of six months or more. - Implementing electronic medi­ EAA has created www.EAA.org/govt/ EAAers should be heartened to cal records has led to permanent in­ index.html, a special section that ex­ know they've played a role in reduc­ tegration of regional flight surgeons plains the issue from GA's perspec­ ing the average processing time for a into the medical review process. The tive and tells how you can help. The special issuance medical certificate to regional flight surgeons are now part bottom line: Write your congressman 24 days. of the Oklahoma City workflow pro­ and senators and let them know your Your voices were heard during cess and can be summoned to allevi­ staunch opposition to user fees. Marion Blakey's Meet the Adminis­ ate backlogs. Regional flight surgeons trator Q&A session at EAA AirVenture also now process medicals from pilots Poberezny, Petri Discuss Oshkosh 2005. The administrator in their regions. Funding Proposal heard from several members about - EAA also confirmed that extend­ EAA President Tom Poberezny had long waits for special issuance medi­ ing the duration of third- and first­ an opportunity to discuss the admin­ cal certificates, leading her to com­ class medical certificates, announced istration's funding proposal with Con­ ment, "It's time to do an assessment. by Blakey at EAA AirVenture Oshkosh gressman Tom Petri, ranking member We will be taking a look at both the 2006, is moving forward. A notice of of the House Aviation Subcommittee, procedures and the resources." proposed rulemaking, which would during the congressman's recent visit In December 2005, the EAA Aero­ extend the duration of a third-class to Oshkosh. Petri (R-Wisconsin) rep­ medical Advisory Council submitted medical certificate to five years for pi­ resents the state's 6th congressional a list of recommendations to the FAA. lots under age 40 and one full year for district, home to EAA headquarters. Within three months the council was in first-class medicals for pilots under UCongressman Petri is well aware Washington, D.C., discussing those rec­ age 40, awaits her final approval. of EAA and general aviation's united ommendations with senior FAA staff. - Medical self-certification via a opposition to the administration's While in Washington, D.C., re­ valid driver's license for recreational proposal and the potential conse­ cently, EAA President Tom Poberezny pilots, a proposal that EAA first made quences it would have on aviation," and senior members of EAA's Industry nearly 20 years ago and has supported Poberezny said. "Our pOSition is that and Regulatory Affairs staff met with since, is unlikely to move forward the present system works. The Air­ Federal Air Surgeon Dr. Fred Tilton to soon. EAA expects that current and port and Airway Trust Fund is collect­ discuss ongOing certification issues, as future data gathered from sport pilots ing record revenues and is projected well as to follow up on those EAA Aero­ and other pilots operating under the to continue to do so. The new system medical Advisory Council recommen­ privileges of a sport pilot, who use a as proposed would initially result in dations. Tilton reviewed each of EAA's driver's license in lieu of a medical, less revenue collected, compromise recommendations and reported what will support such a system for recre­ the much-needed growth in the gen- the FAA has been doing in response. ational pilot certificates as well. 4 APRIL 2007 Dilamond Plus $1250 Ken Kotik Aviation Art Print * Close Auto Parking Full Week Two Tickets to VAA Picnic * * * Tri Motor Certificate 2lickets 2lickets 2lickets

Breakfast at Tall Pines Cafe 1 Person/Full Wk 2People/Full Wk 2People/Full Wk 2People/Full Wk Special FORB Cap * * * * Two Passes to VAA Volunteer Party * * * * * Special FORB Badge * * * * * Access to Volunteeer Center * * * * * * Donor Appreciation Certificate

Name listed: Vintage Airplane Magazine, * * * * * * * Website and Sign at Red Bam * * * * * * * VAA Friends of the Red Barn Name______EAA #____ VAA #____ Address______City/State/Zip______Phone______E-Mail______Please choose your level of participation: _ Diamond Plus $1,250.00 Si lver Level Gift - $250.00 __ Diamond Level Gift - $1,000.00 __ Bronze Level Gift - $100.00 _ _ Platinum Level Gift - $750.00 __ Loyal Supporter Gift - ($99.00 or under) _ Gold Level Gift - $500.00 __ Your Support $ _ _ o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) o Please Charge my credit card (below) Mail your contribution to: EAA, VINTAGE AIRCRAFT ASSOC. Credit Card Number ______Expiration Date ___ PO Box 3086 Signature______OSHKOSH, WI 54903·3086 *00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Resources department for the appropriate form. NameofCompany ______The Vintage A ircraft Association is a non-profit edllcational organization under IRS SOl c3 rules. Under Federal Law, the deduction (rom Federal Income tax for charitable contriblltions is limited to the amollnt by Wllich any money (and the value of any property other than money) col1tributed e.~ ceeds the vallie ofthe goods or services pro vided in exchal1ge for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasol1s.

VINTAG E AIRPLA N E 5 Editor's Notes: This tenth installment of the "Restoration Corner" is by Dan Neuman, A&P 16234 IA. Dan covers the all-important Federal Aviation Agency (FAA) paperwork plus proper and legal aircraft markings, inspection of the newly com­ pleted restoration and the first run-up of the engine. At EAA Oshkosh '80, his newly restored Buhl LA-l Bull Pup was named Grand Champion Antique. Dan, a retired Northwest Airlines captain, owns several other antique aircraft and also served on the then An­ tique/Classic board of directors ... Gene R. Chase.

Written 20 years ago, much has changed with regard to the willingness of the FAA to issue experimental-exhibition airworthiness certificates for vintage aircraft, and the past 20 years have also seen the retirement of many of the most knowledgeable FAA inspectors, particularly those with expertise in older civilian designs. We've reviewed this article and revised it extensively to reflect those changes, as well as the current regulations for markings on the air­ craft. - H.G. Frautschy, March 2007 Certification Requirements, Inspection, and Run-up

BY DAN NEUMAN EAA 871, Ale 325

Certification Requirements, requires that an A&P mechanic will FSDO will issue the certificate after in­ Standard-Normal Category have previously performed a 100­ specting and approving the aircraft The owner/restorer of an antique hour inspection on your aircraft and and will establish operating limita­ or classic aircraft who desires to ob­ found it airworthy. tions as deemed appropriate. tain a standard airworthiness certifi­ Many FAA maintenance inspectors It should be mentioned that cur­ cate (assuming that it doesn't already possess extensive knowledge and ex­ rently (2007) the FAA does not rou­ have a permanent airworthiness cer­ perience with a wide variety of aircraft. tinely issue experimental/exhibition tificate) for his aircraft in the nor­ Therefore you can often expect their airworthiness certificates, and when mal category (U.S. registered) will be help and advice when they inspect your it does so, the aircraft often has sig­ governed by Federal Air Regulations aircraft and process your application for nificant operating limitations. Op­ (FAR) Part 21, Subpart H. Once is­ an airworthiness certificate. It is sug­ erating limitations are part of any sued, the certificate will be effective gested that you review the list of all re­ experimental certificates, and those as long as the maintenance, preven­ quired items with your A&P mechanic limitations must be taken into ac­ tive maintenance, and the alterations before applying to your FAA FSDO. count when making a determination are performed in accordance with as to whether it makes sense to pur­ Part 43 and Part 91, and the aircraft Certification Requirements, sue such an airworthiness certificate. is registered in the U.S. Your airframe Experimental Category and powerplant (A&P) mechanic will FAR Part 21 outlines the require­ Identification and prove to be indispensable in helping ments for obtaining an experimen­ Registration Markings to complete the application for an tal certificate on an aircraft. Listed are FAR Part 4S prescribes the require­ airworthiness certificate and ensure nine different experimental purposes. ments for identification of certifi­ that all required data is submitted to This author licensed an antique air­ cated aircraft and components. This your local FAA flight standards dis­ craft under FAR 21.191 (d), which is part also prescribes the nationality trict office (FSDO). the Experimental/Exhibition category. and registration marking of U.S. reg­ Following a complete restoration, The applicant for an experimental cer­ istered aircraft. an FSDO FAA inspector will inspect tificate must submit a letter to his local Your antique or classic aircraft your aircraft before certification to FAA FSDO with a request and include markings will need to conform to determine that it conforms to the pertinent information pertaining to these requirements. type design and is in condition for his aircraft and intended operation, as In general, all aircraft and aircraft safe operation. FAR 21.183 (d) (2) (iii) outlined in FAR 21.193. The local FAA engines, propellers and propeller

REPRINTED FROM Vintage Airplane DECEMBER 1986

6 APRIL 2007 Appendix A of Part 43 lists major alterations, major repairs, and pre­ ventive maintenance. Inspecting your aircraft for conformity with air­ worthiness standards and compliance with applicable FAA regulations will be expedited if all work is done using approved data such as manufacturer'~ maintenance and overhaul manuals, pertinent FAA data, etc.

Run-Up Following a major or top engine overhaul, a complete inspection of the engine and installation in the Dan Neuman in his 1931 Buhl LA-I Bull Pup, N348Y. This aircraft was named aircraft should be performed. The Grand Champion Antique at EAA Oshkosh '80. engine manufacturer's recommen­ dations should be followed with blades and hubs, critical components inspections on standard - normal cat­ regard to proper engine oil, and cool­ and approved modification parts must egory aircraft are authorized by A&P ant for liquid-cooled engines. When be identified in accordance with the mechanics who hold an inspection necessary, reliable engine overhaul methods prescribed in this section. authorization. Your local EAA chap­ agencies can also be consulted. Non­ Nationality and registration marks ter can usually refer you to a suitable detergent engine oil is usually recom­ are described in FAR Part 45 Subpart A&P mechanic if you don't already mended for break-in and a specified c. The location and size of registration have one available. number of hours. marks may vary according to the in­ Before starting the engine, take all tended use and age of the aircraft. necessary precautions to ensure safety. FAR 45.21 through 45.33 describe Ensure that no one will be near the in detail the various requirements. propeller or exhaust. Engine noise may Special rules apply to exhibition, an­ The location and also be a consideration. A suitable fire tique, and other aircraft. An inter­ extinguisher should be handy. Wheel esting provision (45.22) allows the size of registration chocks should be in place and breaks operation of these aircraft without set, as appropriate. The tail should be displaying these marks anywhere marks may vary secured if there is any possibility of on the aircraft, under certain condi­ a nose-over. Only properly qualified tions. Another provision allows air­ according to the people should be allowed to hand­ craft built at least 30 years ago to be prop the engine if it's not equipped operated with the 2-inch-high reg­ intended use and with a starter. Likewise, only a quali­ istration marks as described in this fied person should be allowed to oper­ section. However, the special rules do ate the throttle and engine controls. not allow the operation of this air­ age of the aircraft. Some of the older engine overhaul craft in an air defense identification manuals contained procedures for zone, in a foreign country (unless breaking in after overhaul. These pro­ that country consents with the opera­ cedures involved extended ground tion), or in certain other operations, FAR Part 43, which includes main­ run time. Many present-day experts such as charter, scheduled airline ser­ tenance, preventive maintenance, agree that minimum time should vice, etc. rebuilding, and alterations, can be be spent with ground run-up before used as a guide for setting up your takeoff and that for proper cooling Inspection inspection programs. Appendix D the initial run-in should be in flight. Previous articles in "Restoration of Part 43 contains an itemized list Much depends on the initial start Corner" have emphasized the need of all required inspections. It is es­ and run-up of the engine, so pay for obtaining the assistance of an A&P sential that rebuilding and alteration close attention to all recommende~ mechanic, if you're not so licensed records can be completed, recorded, tolerances with regard to tempera­ yourself. Your A&P mechanic can su­ and made use of in accordance with tures, pressures, rpm, etc., as listed in pervise your work and he is autho­ FAR 43.11. FAA Form 337, Repair FAA Engine SpeCifications, Type Cer­ rized to perform certain inspections, and Alterations, will have to be com­ tificate Data Sheets, approved operat­ such as lOO-hour inspections. Annual pleted as appropriate. ing manuals, etc., as applicable. V I NTAGE AI RPLANE 7 Can I Just Make Mine Experimental? Unfortunately, it's not that simple BY JOE NORRIS EAA AVIATION SERVICES On a regular basis here at EAA head­ aircraft would have to have been certifi­ hibitions you wish to attend, and you quarters, members ask us if there is cated within one of the other experimen­ must contact the FAA in advance to fly any advantage to converting their air­ tal purposes. The least restrictive of the to an exhibition that is not listed in your plane to the Experimental category. available purposes would be exhibition, program letter. Any flight that is not to, Many aircraft owners have the idea that but this purpose still places significant from, or at one of these exhibitions is they will save money if they switch their restrictions on the use of the aircraft. a "proficiency flight" and must be con­ factory-built aircraft from Standard cat­ FAA Order 8130.2F outlines the pro­ ducted only from your home field, and egory to Experimental. This notion no cedures for certificating aircraft and you can land only at your home field­ doubt stems from the fact that they see related products, and it contains the no $100 hamburger trips for pleasure. owners of homebuilt aircraft doing their definition and limitations of various cer­ "Only FAA-<:ertificated mechanics with own maintenance, repairs, and inspec­ tification categories. Chapter 4, section appropriate ratings as authorized by FAR tions or using more modern auto-engine 10 covers operation of aircraft under 43.3 may perform inspections required conversions. This brings forth the idea the experimental purpose of exhibition by these operating limitations." that if they converted their Standard and air racing. The description of this Unlike the Amateur-Built category, category aircraft to Experimental, they certification purpose reads: where the builder can apply for a repair­ could save money by reducing main­ "A certificate for experimental exhi­ man certificate that authorizes him/her tenance expenses and/or taking ad­ bition shall only be issued when an air­ to do condition inspections (basically vantage of modern engine technology. craft is to be used for valid exhibition equivalent to an annual), you will not be Actually, it's not that simple. purposes. Included in those purposes authorized to do so on your exhibition The fact is, there isn't just one Exper­ are organized air shows, organized air aircraft. You would need to find a certifi­ imental category. Rather, there are sev­ races , organized fly-in activities, or­ cated mechanic to do the inspections. eral purposes for which the FAA might ganized exhibitions, youth education Further, because your aircraft previously issue an experimental airworthiness events, shopping maIl/school/simi­ held a different category airworthiness certificate. One of those purposes is for lar static displays, organized aerobatic certificate, al/ of the maintenance re­ "operating an amateur-built aircraft." competition, sail plane fly-ins or com­ quirements of FAR Part 43 still apply. This is the certificate under which petitive races or meets, and movie or That means you must have an A&P me­ homebuilt aircraft are operated. There television productions." chanic do the required maintenance or are several other purposes for which an You'll notice that recreational and supervise you while you do the mainte­ experimental airworthiness certificate cross-<:ountry flying are not mentioned. nance on your aircraft, just like when it can be issued. These include research Experimental/Exhibition category is was in Standard category. and development, crew training, exhibi­ further broken down into four groups, As you can see, the Experimental/ tion, air racing, market survey, and oth­ identified by Roman numerals I through Exhibition category places significant ers. Each purpose has its own unique IV. Aircraft that were formerly certifi­ restrictions on the operation of the air­ characteristics and limitations. cated in Standard category fall into craft, which in turn limits the utility of In truth, there is little benefit to Group IV. Group IV aircraft will be is­ the aircraft while offering little, if any, changing from Standard to Experimental sued operating limitations that include opportunity for cost savings. These lim­ category. Here's why. Since the aircraft the following: itations also significantly reduce the is factory-built and certificated in Stan­ "The proficiency area is limited to market value of the aircraft should the dard category, it would not be eligible nonstop flight that begins and ends at owner ever want to sell it. And once an for experimental/amateur-built status. the airport where the aircraft is based, aircraft is removed from Standard cate­ The FAA defines amateur-built aircraft with sufficient fuel reserve to meet the gory it is difficult and expensive to move as "aircraft in which the major portion applicable operating rules of Part 91. it back. For these reasons, we do not has been fabricated and assembled An alternate airport selection is not recommend that you change the certifi­ by a person(s) who undertook the con­ available for aircraft in this group. " (Ital­ cation category of a Standard category struction process solely for their own ics ours.) aircraft unless you truly meet the re­ education or recreation." A factory-built This means you cannot fly the air­ quirements of Experimental/Exhibition aircraft does not meet this definition. craft to any other airports unless it is category and the purpose. Also, amateur-built aircraft cannot to an exhibition registered in advance Reference: FAA Order 8130.2F, avail­ have been previously certificated in an­ with the FAA. You need to submit a "pro­ able for download from the FAA at www. other category. This means that the gram letter" to the FAA that lists the ex- faa.gov......

8 APRIL 2007 Bringi New

Horizons Into Focus The Aeronca Kids

BY SPARKY BARNES SARGENT

Aeronca Kids start an A&P school to train student The Aeronca Kids project, as it has mechanics. It was to develop a pro­ Th eyE~:::,~~;~~: been affectionately dubbed, had its gram that would build character in on Saturdays and genesis when the Thomas W. Wathen young people while promoting team­ idly spending time with friends Foundation purchased Flabob Airport work and communication via the during the previous six years. In­ in 2000 to save it from development technical process of aircraft restora­ stead, these young boys and girls and preserve its rich history. Subse­ tion, with an additional emphasis on decided to invest their time and quently, one forlorn and abandoned citizenship and leadership. energies into a special project at Aeronca Super Chief, which had be­ "It was John Lyon, Tom Wathen, Flabob Airport in Riverside, Cal­ come a fixture of sorts on the flight­ and Al Gester who started the pro­ ifornia. Most of them are former line, was rescued as well. Retired Air gram," explains Roger Farnes, add­ Young Eagles partiCipants, and one Force Col. Al Gester recognized in it ing, "AI wasn't an A&P, so he asked by one they were presented with the potential for a unique sort of res­ me to help him out. After about a the opportunity to sacrifice three toration project, which would help year and a half he had to move to Saturdays a month in order to achieve the foundation's goal of "ed­ England and left the program in my breathe new life into a dilapidated, ucation through aviation." charge. I've been with it ever since, weather-beaten Aeronca. The intent of the project wasn't to and Ken Brown is our IA. Of course, VINTAGE AIRPLANE 9 Roger Farnes and Travis Kingsley.

the rule was that the kids-who ranged in ages from 14 to 18-had to do all the work. And then their work time counted toward a scholarship system to help them pay for flying lessons. They also helped with the Young Eagles program once a month at Flabob."

Super Chief As the project progressed, the teen­ agers began to realize that NC33712 really would fly again, as it did for the first time in early 1941 after it rolled off The Aeronautical Corporation of America's production line at the Mu­ nicipal Airport in Middletown, Ohio. The company advertised it as being "designed with an eye to the present and an ear to the future"-yet who would have imagined just how far into the future this particular prewar Aeronca would survive? But this time around, NC33712 would roll off a de­ cidedly different type of "production line," becoming airworthy again only through the collective efforts of 35 teenagers and several adult volunteer instructors whom Gester and Farnes recruited for the program. Andrew Blaize of Perris, California, is one of the young recruits. He wasn't interested in airplanes until he had his first Young Eagles flight at Flabob. "I thought it was cool, and I was in a little air academy there and I kind The teenagers built all-new ribs, stringers, and formers for the airplane. of got hooked on aviation. The idea 10 APRIL 2007 Andrew Blaize, Hal Nemer, Anthony Ward, and Roger Farnes with the Roger Farnes discusses the Aeronca's engine in­ Super Chief at AirVenture. stallation with an intrigued AirVenture attendee. of bringing an airplane back to life Brandishing a hearty smile, he pro­ the guys couldn't have gotten up in appealed to me because I like build­ claims that one of the big personal there and done it if they wanted to!" ing things. I actually teach a class at challenges for himself and the other Ward, reflecting on the entire ex­ Flabob now on how to build model mechanics was simply "keeping our perience, says that rib stitching was rockets," he says, and adds with de­ hands in our pockets and letting challenging, as was learning how termination, "and I'm working on them do the work-you know how to work as part of a team. "And we my private-I'm almost there." impossible that is for an A&P, not to just kept on building and building Anthony Ward of Riverside, Cal­ work on an airplane?" the ribs. We thought it would never ifornia, another participant, has The teenagers developed their end! It took a year and a half alone already earned his private pilot cer­ skills, hands-on, under the close su­ to do the ribs," he says, "but I liked tificate. "I was asked by Al Gester pervision of their mechanic men­ building them. Sometimes we were to join the program, and I said, 'Of tors, who didn't hesitate to make questioning if the project was ever course, sign me up!' I built models, them do something over if it didn't going to get done, but the last cou­ but I didn't realize how detailed (a pass inspection. Among other tech­ ple of years it started looking like an real airplane) was going to be," he ex­ nical tasks, they learned how to use airplane, and that was our motiva­ plains with a smile, adding, "we had jigs to build ribs, stringers, and form­ tion. We knew it was going to get an original photo of it before we re­ ers; work with sheet metal to create done then." stored it, so we did have a sense of a new nose; and rebuild a Continen­ Blaize agrees with Ward about the what it would look like." tal A-65. When it came time to learn teamwork aspect, elaborating "we about fabric installation, Jon Gold­ had to learn to work with each other, Challenges enbaum and Poly-Fiber were integral and that was challenging at times, Technical hurdles and personal to the project. Farnes explains that with someone saying 'you're doing challenges seem to be part of any "Poly-Fiber donated all the materi­ this wrong!' My favorite part was aircraft restoration, and the Aeronca als for the fabric covering, and they probably the woodwork. I thought Kids and their mentors encountered also came over and gave the kids a airplanes were all metal. And the rib their share of them. Farnes says one lesson, and the kids now are certified stitching was fun. That was proba­ of the first challenges he had was for rib stitching and fabric covering bly the best part of the project, every­ stepping into the project after the by Poly-Fiber." body sitting over there with the wing, Aeronca had already been disassem­ Throughout the six-year project, sewing. If your dream is aviation, and bled. Some of the parts had been la­ "the girls were just as involved as the you want to build an airplane, this is beled, but not all of them, and the boys," comments Farnes, adding, "we your chance right here. " old fabric had been discarded. Farnes had 23 boys and 12 girls in the pro­ quickly put his knowledge and expe­ gram, and one of the girls who has Aeronca Aloft rience to good use, identifying the gone on to college still comes back to That ultimate goal of airworthi­ myriad pieces of that Aeronca jigsaw visit us. One of the young ladies put ness was finally achieved on July 5, puzzle and evaluating the parts that in the headliner, because it's very fine 2006. With its golden-yellow fuse­ were usable or required rebuilding. work up in there with a needle, and lage and dark-blue wings, NC33712 VINTAGE AIRPLANE 11 Side view of the restored Super Chief, as seen early one morning at AirVenture. r Close-up view of NC33712's Spartan instrument panel.

The interior was neatly designed, and the headliner was installed by one of the female participants in the program. Close-up view of NC33712's tail.

"I must say the test flight went off that longtime friend, experienced pi­ very smoothly. The only complaint I lot, and fellow EAA flight advisor Ron had was that it was idling a little too Caraway would make the journey fast. It flew beautifully, and they just as well, enabling them to take turns did a fantastic job of rebuilding this flying the Aeronca and the Wathen airplane. The supervision must have Foundation'S Ercoupe. After a few fin­ been outstanding, too, because you ishing touches on the Super Chief, don't get this kind of a product by Nemer and Ward situated their flight not supervising inexperienced people gear on the baggage shelf and climbed very well." aboard, while Caraway and Blaize si­ The wheelpants add a nice finishing Farnes was delighted, as were the multaneously readied the Ercoupe for touch to the Super Chief. Aeronca Kids, to see the airplane in the first day of the adventure. was a handsome representative of the sky. "For me, the first flight is al­ During the long cross-country, an Aeronca marketing slogan from ways the best part of a restoration Nemer demonstrated the finer yesteryear, which praised the Super project," he says, elaborating with a points of pilotage to Ward, while Chief as "a beauty on wings and as knowing smile, "Hal did a high-speed Caraway taught Blaize about GPS good as it looks." taxi, and he got it off the ground­ navigation. "At first we tried switch­ Flabob's EAA Chapter One flight and then it just started climbing." ing aircraft after each flight leg, but advisor, Hal Nemer, happily accepted It wasn't long before it was time that entailed moving gear between the honorable duty of test pilot, to reach for the next goal-flying the aircraft," explains Nemer, "so af­ and shares his account of the Super Aeronca to EAA AirVenture. Nemer ter the first day we flew the same Chief's first flight after restoration: agreed to make the flight, providing aircraft all day and switched the 1 2 APRIL 2007 following day. We kept the same gram were the changes in the teen­ he receives his private pilot certif­ 'cadet' on the trip to Oshkosh and agers' actions and attitudes, which icate, he wants to "get my A&P li­ switched for the return trip." eloquently convey the Wathen Foun­ cense and then try to go to Cal-Poly Support crews were also an im­ dation's mission. "The kids learned a and get my bachelor's in aeronauti­ portant part of the cross-country lot, their grades improved, and their cal engineering." adventure, and EAA Chapter One parents say they're much better peo­ As for the Super Chief, it will even­ Vice President Jerry Cortez provided ple," says Farnes. tually wind up in the Wathen Mu­ much-appreciated assistance along seum, according to Farnes. But for the way. "Jerry flew his Cessna 150 "If I did not come to the now, it will be flying in the skies over along with them," says Farnes, add­ Flabob, providing the teenagers with ing, "of course, he was a little bit program, I have no idea the opportunity to learn how to fly faster, so he's the one who would it (since most have been learning to usually wind up at the airport first where I'd be right now." fly in nosewheel aircraft), and obtain and get the tiedown area, find the -Andrew Blaize their tailwheel endorsements. fuel, and get things ready for us. We Farnes says he's already been con­ also had a ground crew of three peo­ Ward agrees wholeheartedly. "It's tacted by numerous people who want ple, and I was part of that. We fol­ true, it happened. We improved­ to know how they can become in­ lowed in an SUV with all the tools mainly because of the communica­ volved with the program. "So every­ and baggage." tion and teamwork and the bonding. body's going to pitch in and see if According to Nemer, the flight was I never had an opportunity anywhere we can get other programs set up to "long, hot, and over some very deso­ else to do that." Blaize echoes that re­ do the same thing, all over the coun­ late country, and it was good to have sponse, explaining, "It motivated us try," explains Farnes, adding, "in fact, airplanes flying together over those to work harder in other areas. Before there's a gentleman from Canada areas. But there was never any con­ this, I did not like working with any­ that wants to do the same thing in cern that the engine wasn't going to one, so this program really taught me his country-so it's growing." work right; it's just a very strong 65­ how to work well with people. [ will For those who read success in num­ horsepower Continental." take that on to later in life. So it was bers, these should tell the story: Of 35 Blaize says the 31-hour flight was quite a lesson that I got. It was worth young people involved in the pro­ flown in five days' time, and when it giving up three Saturdays a month gram, 27 took flying lessons, 19 have first began he felt some trepidation at even though at first I was, like, 'Sat­ soloed, and 10 have earned their pri­ the prospect. ''It was like, are we actu­ urday? It's my free day.' Then toward vate pilot certificates. One is now at­ ally doing this? Are we going to fly all the end, it was okay." tending Embry-Riddle Aeronautical the way there? But we made it, and Both agree that if they hadn't been University, several have gone on to it was fun," he smiles, explaining, "I part of the project, they would have college, and another has joined the got to see a lot of the United States I'd been sleeping in or just spending time United States Marine Corps. never seen. That was interesting. I've with friends. "If I did not come to the Nemer beams with joy as he sums flown in jetliners, and you fly so high program, I have no idea where I'd be up the success of the program, pro­ you can't even see anything. It was right now," reflects Blaize, adding, claiming, "it's been a marvelous ex­ an accomplishment for me; it was "['d probably end up being a couch perience! The part I enjoyed so much kind of overwhelming." potato or working at McDonald's." is the first time I asked them, 'what Ward also had a cautionary thought turned you on to aviation?' Most of about the flight, and laughs when New Horizons them, without hesitation, would say, he recalls "when we were taking off New aspirations are often born of 'our Young Eagles ride-that did it. ' If the first time, I had it go through my such inspirational experiences, and a program can produce young people mind, Did I build this wing rib right? when those experiences are shared like that, there are going to be young­ And it flew, so I guess I did it right! I with others they can become a cat­ sters to replace us older fellows." love traveling, and this was my first alyst for change. Step by step, the Now that the Aeronca Kids have official long cross-country. I enjoyed teenagers embraced the restoration succeeded in creating new horizons it. It was great!" challenge with a youthful pioneer­ for themselves and one old Super ing spirit, learning the intricacies of Chief, the Stinson Kids will be fol­ Real Rewards rebuilding an airplane while building lowing suit as they restore a Stinson The Flabob Aeronca Kids received the confidence and skills to follow 108-3 that was donated for the pur­ the Special Achievement Award dur­ new directions in their lives. pose. For more information on the ing AirVenture 2006 for their resto­ Ward plans to earn his commer­ continuing program, visit www.{labob. ration of the 1941 Aeronca Super cial certificate "and hopefully fly for org online or call the Thomas W. Wa­ Chief, but there's no doubt that the the airlines someday." Blaize has fo­ then Foundation at 951-683-2309, most significant rewards of the pro­ cused on a different direction. After ext. 104. ~ VINTAGE AIRPLANE 13 /'ing a~?orfing

- KELLY TRIMBLE The diminutive Culver Dart Model LCA

BY SPARKY BARNES SARGENT

The summer of 1940 found 9­ ble's eye. It was at that moment that where it flourished. By the follow­ year-old Mark Trimble at the Kansas he began cultivating a lifetime af­ ing year, Walter Beech and Charles City Municipal Airport, watching in finity for Culver aircraft. The Model "Pappy" Yankey acquired controlling boyish awe as a tiny purple airplane LCA flew for the first time in early interest in the company and were ac­ streaked past the windsock. "I never December 1939, and though it was tively managing it, with Al Mooney saw anything move like that," he christened a Dart, its name was soon and his brother Art continuing their says, fondly describing the occasion. changed to Cadet, and it received impressive work there. Culver Air­ "It went by like a shot, and he did a Approved Type Certificate No. 730 craft went on to produce several more big duster turn and put the gear down in September of 1940. models-including target drones for and came in. It was like a spaceship Knight Culver's company, located the military-with the Culver V-2 be­ landed. There was a crowd of people in Port Columbus, Ohio, was already ing its last in 1947. around that airplane." known for its production of various That airplane was Culver Aircraft radial-powered Dart models when Aheodo/tk I~fr!l Corp.'s Dart Model LCA-a dashing this new Continental A-75-powered The sprightly Culver was consid­ new design by Al Mooney. The sight airplane made its public debut in the ered years ahead of the industry, not of this sensational flying machine spring of 1940. Late that year, the only by Culver Aircraft, but also by did more than catch young Trim- company moved to Wichita, Kansas, its customers. It measured 17 feet 8 14 APRIL2007 inches from nose to tail, and its canti­ lever, wood wings spanned nearly 27 feet. Elliptical-shaped wings and tail gave it a chic look while its curved doors blended right into its stream­ lined fuselage. The aircraft featured semi-monocoque construction, which a company advertisement of the era described as "plywood bonded to­ gether with plastic resins, which form a stressed skin shell," which was then dipped in a chemically treated sealer "to make it impervious to moisture." Advertised as lithe world's fast­ z>­ UJ ~~:;::~~------~~'" (J) UJ Z a: ~ ~ a: It (J) NC20949's dataplate reveals the airplane's early manufacture, while Culver Air­ craft was still located in Ohio.

est light airplane for a given horse­ air-oil shock struts and a set of steel power," the peti te Model LCA leaf springs mounted on the gear by weighed 750 pounds empty, with a the wheel. Hydraulic brakes provided ------... ". ------11 gross weight of 1,305 pounds. Pilot adequate stopping power. The price ·' I and passenger sat side by side on its tag at the factory was $2,395, and al­ ~ . bench seat and were allowed a total though it was quite capable of aero­ rI - ~ I of 50 pounds of baggage. It carried batic maneuvers, it was apt "to lose = -.;;;;;;;;= 0 0 ~ ... 20 gallons of fuel and cruised at 120 its wings when suddenly pulled out ~iL>.-.~~ ______-'-1 mph when powered by a 75-hp Con- of a high-speed dive," explains Trim­ tinental with a Freedman Burnham ble. Therefore, the following placard Three-view from the Aircraft Yearbook adjustable propeller, for a range of was required: "Intentional acrobatics for 1940. 500 miles. Landings were softened by and instrument flight prohibited."

~towa!l Oulver Trimble became intimately ac­ quainted with flying a Culver V while ''Ididntrealize attending college in the early 1950s. In fact, it was his chosen transporta­ unfiloller I tion between his Missouri home and the University of Arkansas. He thor­ oIreodg bought oughly enjoyed the airplane's speed and responsiveness. Nearly four decades later, Trim­ the ~one thot ble happened to be visiting the West Plains, Missouri, airport one day in this is the some 1991, where he discovered a partially dismantled Cadet concealed in a di­ oi~onethot lapidated hangar. He soon telephoned the owner, engaging him in friendly conversation, and then asked him if I SI'Af/ in J 940/· he'd have any interest in selling the -Mark Trimble Cadet. "After a moment's hesitation," recalls Trimble, "he said, 'Well, yeah, Mark Trimble I really should sell it. I have too many VINTAGE AIRPLANE 15 Close-up view of the control stick (left), the pool-ball handle atop the gear lock lever, and chrome wheel, which are used to manually retract and lower the landing gear.

Wingspan was nearly 27 feet, and its landing gear is retractable.

The Model LCA's cockpit. Note the clear windows in the floor panel for viewing the gear position. airplanes. Come over and talk to me.' that this is the same airplane that I So I flew over there and we looked saw in 1940!" the airplane over, and I wrote him a check for it." R!lAwa!l No sooner had the check changed It was time to take the Culver to The tail features a fabric gap seal hands than the man told him that its new home near Branson, Missouri. between the horizontal stabilizer NC20949 (s/n 102) was the oldest The previous owner assured Trimble and elevator. known Model LCA, and that it origi­ that, once reassembled, it would be nally wore the factory colors of pur­ safe to fly-but he warned him not to He pushed throttle and stick forward, ple and cream. Upon hearing that, lift the tail immediately during take­ and as soon as the Culver's light­ Trimble was even more delighted off or he'd be sightseeing off the left weight tail was off the ground he and with his purchase. Brandishing a boy­ side of the paved runway. Trimble the airplane headed left for the grass. ish smile, he says, "I didn't realize un­ wasn't too concerned, though, and "I pulled the power off, straightened til after I already bought the plane didn't heed the gentleman'S advice. it out, and I realized what he said is 16 APR I L2007 an 80-hp Franklin 4AC-176-F3 at one production models." One such ex­ time (Model LFA-both engines are ample entails the art of manual gear listed on Aircraft Specification No. A­ retraction and extension, which re­ 730). When Trimble purchased it, it quires two hands. That necessitates had a C-90-12F installed. It flew fine gripping the control stick between with 90 horses, but Trimble figured the knees, because the spirited little more horsepower just might make it airplane, being pitch sensitive with even better. So, although the Culver its light stick pressure, quickly dis­ was airworthy, he had a few enhance­ plays its unstable tendency as soon ments in mind for it. With the help as its pilot lets go of the stick. See­ of Kenny Blalock of Conway, Arkan­ through panels in the floorboard pro­ sas, the Culver was soon sporting a vide a handy visual check to confirm Continental 0-200 engine, a new fi­ the gear position-but apparently berglass cowling in place of the worn that's the only easy part. aluminum cowling, and Air-Tech fab­ "You trim the plane carefully be­ ric and paint. He matched the pur­ fore you begin the process, but A close-up view of the steel leaf ple to his mind's eye from 1940, and you end up flying all over the sky springs on the main gear. was helped by a picture of an early while you're pulling the gear up," Culver Cadet on a vintage Wings laughs Trimble. "First you pull up right. This particular airplane has Cigarette pack collector's card. Addi­ on the gear lock, move the wheel, the worst P-factor of any plane I ever tionally, a new panel accommodated and then put the lock over to the flew," he says, laughing heartily. "So a few extra instruments, including first notch. It's a ratchet system, and there's a technique to taking off in it. a rate-of-climb indicator and mani­ the gear comes up one notch at a You hold the stick back until it gets so fold pressure gauge. A new Cleveland time. You have to keep pulling the light it's about to fly, and then you let brake system was also installed. wheel hard-it takes both hands­ the tail up. The rudder is working at until you get to the last notch. Then that pOint, and you have control." ReI'raata6le Gear you have to jerk on it, but it finally Serial No. 102 has some quirky op­ works. Now when you want to get Power andPainf' erating characteristics, which Trim­ the gear down, you have to unload NC20949 started life with a 75-hp ble attributes to its being "hand-built, the ratchet by pulling as hard as you Continental A-75-8 engine (Model and there are a lot of things on it that can on that wheel. At the same time LCA), but had also been powered by really don't work as well as the later you pull up on the gear lock and put VINTAGE A I RP L A N E 17 Rear view of Trimble's 1940 Culver Dart Model LCA, between the horizontal stabilizer and elevator. it over to the free position. Then the surprisingly benign stalling charac­ weight of the gear dropping will jerk teristics, attributed to its leading-edge While out flying on an afternoon the wheel out of your hand, so you wing slots, which facilitate airflow jaunt one day, Trimble discovered have to grab the wheel again quickly over the ailerons while flying at high NC20949's most surprising perfor­ to keep them from slamming down. angles of attack. It can also be fairly mance feature. He was flying at 4,500 Just as the gear hits bottom, you feet over the scenic, forested moun­ immediately slam the gear lock to tains just a couple of miles north of the left and try to get the lock pins Branson when suddenly the little seated. If it doesn't work, you just Culver decelerated rapidly. "The mo­ keep trying until it does!" tor just died like a heart attack," says Trimble, shaking his head as he re­ In. Flight +porentlg lives the moment, "and I thought, uh While this Culver offers a chal­ oh, I'm in trouble here. The airport lenge when it comes to picking up N020949 was on the south side of town, and and lowering its "feet," its climb a divided road went right through and cruise rate are quite pleasing to exemplifiedthe the town. I decided to head to the its owner, who indicates that it will airport, and if I had to, I'd take one reach 1,000 fpm climb in a hurry. It's f!~ny's odverlising lane of that road. I glided all the way not uncommon for Trimble to take slogan, Oulver across Branson, and I couldn't believe it up to 10,000 feet on a cross-country "Its the glide ratio that airplane had!" flight. Of course, the climb rate is lOr OrDss-Oounfrg:' Trimble, who has experienced hampered by a full load, but he main­ a total of six engine failures while tains that it's still a good performer docile when it comes to landing. Trim­ he's been pilot-in-command, re­ and was so even when it had its origi­ ble finds that NC20949 responds bet­ mained calm as he and the Culver nal 75-hp Continental. ter to touching down in a three-point flew silently over Branson. Amaz­ Replace that 75 hp with 100 hp and attitude, as opposed to a wheel land­ ingly enough, by the time he crossed the tiny Culver really zips through ing. "If you fly it on and touch the the center of the airport, he still had the sky. Trimble can easily cruise at main gear, it'll jerk hard to the right," 1,200 feet of altitude. "I turned left 140 mph while burning only 5.8 gph. he says, explaining another of its idio­ downwind for runway 29, but that He says he "normally runs around 21­ syncrasies. "This one's gear is canted was a little bit downwind, so I glided 1/2 or 22 inches of manifold pressure, slightly to the right, so it'll jerk hard in on around the airport and entered which is 55-60 percent power, and that direction, and there's no adjust­ the downwind for runway 11. So I it'll show 130 mph. If I move it up a ment for toe-in. But it touches down turned into the pattern, and as I was little, it'll show 140 mph." around 45 mph, so it's really not a hot going downwind, another airplane Equally pleasing is the airplane's airplane on the ground at all." came in behind me and I said, 'Cul­ 1 8 APRIL 2007 An efficient design allows the Culver to slice cleanly through the air. The racy little Culver Model LCA created quite a sen­ sation among pilots when it was first introduced in 1940. ver 949 turning base with the engine Refueling stops were made at Tulsa, plane was forerunner of the very first out.' I touched the numbers when I OK and Winslow AZ. Total fuel cost prewar Swift (the 1941 Globe GC-1, landed and stopped in the middle of was $15.48." NX17688). just look at a Swift and the runway-and I'm not bragging, Trimble admits that he's ponder­ you'll see the similarities." because I'm not that skillful a pilot. ing the possibility of duplicating I was just lucky to have enough alti­ that flight but remains noncommit­ AIlinif!llOr Oulvers tude! That other guy came in and saw tal. "I'm 75 years old now; maybe Even with its quirky operating me and said, 'You weren't kidding, J'll wait until I'm 80," he says with characteristics-or maybe because of were you?' I said, 'No, the engine was a lingering smile. Elaborating upon them-Trimble has a fondness for Se­ out and had been for a while.' That the feasibility of such a flight, he rial No. 102. But that's not the only was an interesting ride. That was one reflects that "june 5th is close to Culver he keeps in his hangar. Nes­ of the most impressive things about the longest day of the year, and you tled between Wacos, a Fairchild 24, the airplane to me, was how far I got gain two hours going west from a Grumman Widgeon, and various with a dead engine." Ohio to California. A high-pressure other aircraft in his unique collection system might give you tail winds are a 1938 Culver Dart GK and a post­ Oro.tt-Oountr!l along the way. But I think (on that war Culver V ("V" for Victory). The Apparently NC20949 exempli­ record flight) the pilot must have most recent addition to his fleet is a fied the company's advertising slo­ put a fuel tank in the passenger seat, 1946 Culver V, which he describes as gan, li lt's Culver for Cross-Country," because he went from Columbus to li the Superior Satellite, which is the on at least one historic flight. Trim­ Tulsa. That's 750 miles, and beyond last mutation of the Culver v." (Supe­ ble cites newspaper accounts that its normal range. And from Tulsa to rior Aircraft Co. of Wichita, Kansas, is credit his Culver with a record-set­ Winslow is 800 miles." the type certificate holder.) ting flight more than six decades ago, As for the pilot who made that re­ Trimble delights in flying his air­ and he's adorned the Culver's fuse­ cord flight, Trimble says, "I under­ craft on a regular basis and is rather lage with a tribute to that event: "O n stand that it was 'Pop' johnson, the partial to his Culver models. So per­ June 5, 1940 this airplane was flown same pilot who flew this as a factory haps one day soon, when he's fly­ from Columbus, OH to Santa Monica, demonstrator. After flying this air­ ing NC20949, there will be another CA in the daylight hours ofone day, plane as many hours as he did, he young boy who will be inspired by thereby es tablishing a cross country re­ knew where this plane fell short and the sight of a small purple Culver cord for light aircraft that still stands tried to correct those things in the dashing through the sky, just as he today. Total flying time was 16:40. Swift design. So this particular air­ was many years ago...... VINTAGE AIRPLANE 19 THE CURTISS MODEL J The beginning of the famous Curtiss] series

BY WESLEY SMITH

he Model J was actually designed the Model J is dated 12 March 1914). The original tailskid was also fitted; it by B. Douglas Thomas, an Eng­ Curtiss then apparently demanded that was a lengthy affair that gave the air­ Tlishman. Thomas was originally Thomas come to America to oversee the craft a rather ungainly stance. an employee of the Avro Co. and then design by way of a terse telegram that While it's uncertain, it does seem of the Sopwith Aviation Co. Ltd. simply stated: "Come over." that the Model J was first tested as a hy­ Thomas' encounter with Glenn Cur­ As originally built, the Model J was dro before removing the large central tiss during Curtiss' 1913 visit to Sop­ a two-bay tractor biplane with equal­ float (and wingtip floats) and fitting a with eventually led to his designing the span wings of a 30-foot spread and ai­ wheeled undercarriage. The photo that Model] in a tent set up in Thomas' yard lerons on both the upper and lower appears in Vintage Airplane may have during the winter of 1913-14. Thomas wings. It was ready for testing by 12 been taken at this juncture, before re­ had apparently followed Curtiss April 1914 (it had possibly been under verting to floats for a second time (see through the Sopwith shop during his construction even before Thomas' ar­ below). At some pOint, the side of the visit, but he was reputedly too shy to rival in the United States). The exact se­ fuselage was emblazoned with the speak to him. Conversation between quence of events is somewhat difficult name "CURTISS" in large lettering. By the two occurred only after a second to determine, but the aircraft was ap­ the time the aircraft was converted to a chance encounter with Curtiss at a Lon­ parently built at the Hammondsport, landplane, the large communal cockpit don shop during a downpour on that New York, factory before being moved had been divided into two individual same day. Thomas then accompanied to Lake Keuka for assembly and initial cockpits for the pilot (rear) and ob­ Curtiss on a trip to Paris, where CurtiSS flight testing. A photo of the Model J server (front). The contention for the suggested that Thomas design an air­ with a large communal cockpit exists Model J first being flown as a hydro is craft after resigning from Sopwith. that shows the aircraft fitted out as a supported by the notion that it was an Early in 1914, Thomas sent his de­ hydroaeroplane (that is, a seaplane or untested machine and that the landing sign, inclusive of a stress analysis and a floatplane). This same photo shows that field at Lake Keuka was much shorter list of materials, to Curtiss at Hammond­ the original 30-foot span wings with ai­ than the lake. It would make perfect sport (a surviving original drawing for lerons in all four positions were used. sense to first test the machine in this 20 APRIL2007 manner, gradually increasing the flight for $6,500 ($6,725 f.o.b. to San Diego). decking was raised and rounded off. lengths. Curtiss is known to have This was approximately one month A thick corduroy padding was added tested aircraft as hydros on the lake, later than the planned delivery date, to the edges of the cockpit coaming at or on the ice of Lake Keuka, before test­ and another source (Louis S. Casey in some point. The undercarriage was also ing them as genuine land-based aircraft Curtiss: The Hammondsport Era 1907­ revised, with six struts instead of four (the prototype Model R, for instance, 1915, pg 177) claims the delivery date supporting the lengthened main land­ was flown from the ice with a conven­ was 28 July 1914. Following its arrival, ing gear. The wheels and tires were also tional-wheeled undercarriage). S.c. No. 29 was assembled by Lt. Lewis increased in size (the tires were pos­ At any rate, the span of the upper Goodier JL, and Sgt. Ocker, pending Sibly 26 inches by 5 inches), and the wing was increased to 40 feet 2 inches the arrival of Curtiss pilot (and agent) rear tailskid was shortened and rein­ before the aircraft was converted back Raymond V. Morris. Sgt. Winter also forced with side-bracing struts. The into a hydroaeroplane, with a large cen­ participated in the Model J's assembly, prominent nose-over skids attached tral float and wingtip outrigger floats on installing the 90-hp Curtiss OX V-8 en­ to the main landing gear struts were the lower wings. On the revised wings, gine on the airframe. The OX was, of now shortened, and the revised cowl­ the ailerons were deleted from the lower course, an evolution of the earlier 75-hp ing was painted a dark color that ex­ wings, and king posts were added to the Curtiss Model O. tended onto the dorsal cockpit decking dorsal side of the upper wing, above the as far aft as the rear cockpit. outer interplane struts, to allow for brac­ S.c. No. 30, ordered under Signal ing wires to reinforce the upper wing THIS CAUSED THE Corps Order No. 916 (dated 16 June extensions. It is somewhat curious that 1914, Contract No. 634), was finally the fuselage legend was now removed, AIRCRAFT TO SPIRAL shipped sometime after 27 June, arriv­ the aircraft reverting to natural fabric ing at North Island in early August. S.c. with the light color extending onto the FARTHER AND No. 30 differed from No. 29 in that it duraluminum cowling. (If this was not had no "instrument board," but it was the case, then the original 30-foot span FARTHER OUT TO otherwise nearly identical to No. 29. wings must have been reinstalled before However, the undercarriage of No. 30 the Model J was tested with wheels.) In SEA. TAKING HIS was slightly different, with the main some photos, a Curtiss Model F flying wheels being moved roughly 6 inches boat is seen accompanying the Model J CHANCE, GOODIER aft of their location on No. 29. The ad­ hydro over Lake Keuka, apparently act­ ditional tailskid bracing used on No. ing in the role of a modern-day chase THROTTLED THE 29 was deleted; however, No. 30 also plane. Following this, the aircraft was had a dark color applied to the cowling eventually converted back to its land­ ENGINE BACK and cockpit decking as far aft as the rear plane configuration, retaining the re­ cockpit, as did No. 29. vised wing planform. The chord of both AND TIMED HIS Shortly after arriving at North Island, wings was 5 feet, the ailerons of the ex­ the First Aero Squadron was formed in tended upper wing Model J measuring "LANDING" TO September 1914. At that time it con­ 10 feet in overall span, by a maximum sisted of the two Model]'s and four Bur­ 2-foot chord (the ailerons were inversely COINCIDE WITH gess Model H tractor biplanes. At about tapered toward the wingtips). The span the same time, the Model J made its and chord of the ailerons fitted to the CROSSING first detailed appearance in the aero­ 30-foot wing appears to have been 7 nautical periodicals of the day. A de­ feet by 2 feet. Length of the Model J was NORTH ISLAND. tailed description (and photo) of the 26 feet 4 inches in its land plane form. prototype appeared in the 15 September The weight was 1,075 pounds (empty) By the time No. 29 was reassembled, 1914 issue of Aeronautics (NY. V 15 N 5. and the maximum loaded weight was the airframe was conSiderably different "Curtiss Model J Tractor Biplane," pg 1,345 pounds (1,635 pounds according from its original form. The new lou­ 69). Eleven days later on 26 Septem­ to one source, but this may possibly re­ vered cowling (containing nine verti­ ber 1914, one of the Model j's appeared fer to the hydro version). cal louvers) extended as far back as the on the cover of Aero and Hydro (V 8 N Only two Model ]'S were built. firewall. Curtiss yoke-type aileron con­ 26), with the caption "Bringing Amer­ They were both sold to the U.S. Army trols (standard Curtiss controls at this ica again to the fore. The splendid new Signal Corps. The first as S.c. No. 29 un­ time consisted of shoulder-yoke-oper­ Curtiss Military Tractor Biplane, which der Signal Corps Order No. 653 (dated ated ailerons and a centralized wheel with 2 people up and 5 hours of fuel, 30 April 1914, Contract No. 627). S.c. that operated the elevators and verti­ has a speed range of 86 - 41 1/2 miles No. 29, apparently the rebuilt proto­ cal rudder) were now installed in both per hOUL" An additional photo of the type, was delivered to North Island at cockpits, the cockpit cutouts were deep­ Model J appeared in Flying (V 3 N 9. Oc­ San Diego, California, on 24 June 1914 ened somewhat, and the rear fuselage tober 1914, pg 266). The caption incor- VINTAGE AIRPLANE 21 rectly gives the span of the upper wing article as having an area of 16 square altitude, and another gust forced the as 42 fe et 2 inches but correctly lists feet. The Aeronautics text also gives a aircraft into an uncontrollable vertical the lower wingspan as 30 feet. The text fuselage maximum width of 26 inches dive, from which Muller was able to re­ goes on to mention an endurance of with a maximum height of 35 inches. cover, but not before the aircraft sharply four hours and gives the rate of climb The laminated ash and spruce engine stalled and lost another 1,000 feet. as 4,000 feet in 10.5 minutes. mounts (support beams) for the OX Muller recovered again, but was unable Indeed, the in-depth Aeronautics ar­ engine are stated to measure 2 inches to avoid a partial loop. By this time, No. ticle does give somewhat different per­ by 3 inches, and the firewall is stated 29 had suffered damage to the eleva­ formance figures for the Model J, in to have been made of 3/32-inch steel. tor control cables, some of which had addition to giving data of the Model J-2 A contradictory climb figure of 400 snapped. The throttle had also become single-place tractor biplane version of fpm and a speed range of 45-75 mph stuck, and following two more semi­ the Model J, which was never built. The is also given. The price, f.o.b., is listed controlled loops, which brought them speed range given for the Model J in as $7,500, conSiderably more ($775) perilously close to the ocean, Muller the Aeronautics article is stated to be 40­ than the U.S. Army paid for its two ma­ was able to cut the ignition (after kick­ 90 mph. The Model OX engine horse­ chines, unless this is a misprint. ing the throttle quadrant loose) and ex­ power is also listed as 90-100 hp. By By an odd coincidence, the publica­ ecute a crash-landing, causing relatively thi s time, Goodier had been able to tion of the issue of Aero and Hydro that little damage to the aircraft. climb No. 30 in a lightly loaded condi­ sported the Model J on its cover was After the off-shore emergency land­ tion to 1,000 feet in one minute and dated as the same day (26 September) ing, Muller was able to pull Gerst­ 2,000 feet in six minutes. This was fol­ that Goodier had a rather unfortunate ner from the front cockpit, which was lowed up by Capt. H. LeRoy Muller, who experience with No. 29. Taking off now underwater. The beach being set an American altitude record with alone from North Island, a turnbuckle about Vz mile away, Gerstner attempted No. 30 on 8 October, climbing to 1,000 that had not been safetied unscrewed to swim for help but returned at Mull­ feet in one minute, reaching 4,000 feet itself, which then jammed the control er's urging. On a second attempt, Ger­ in six minutes, and continuing on to wheel and forced the vertical rudder stner became entangled in a growth of 17,441 feet in 107 minutes (16,790 into a "hard over" position. This caused kelp and drowned. Lts. Milling and Pat­ feet according to Aero Club of Amer­ the aircraft to spiral farther and farther terson, having been forced down ear­ ica records). During the record climb, out to sea. Taking his chance, Goodier lier in their Burgess Model H (S.c. No. Muller was forced to reach forward from throttled the engine back and timed 24), witnessed the ordeal of No. 29 and the observer's seat and manually lean his "landing" to coincide with cross­ sprung into action. Patterson was able the carburetor at 12,500 feet to prevent ing North Island. Luckily, Goodier was to hitch a ride to San Onofre, and two a further decrease in rpm (there was no not injured in the resultant nose-over boats were sent to rescue Muller, suc­ mixture adjustment as there is on mod­ landing, only the undercarriage and cessfully completing the task an hour ern carburetors). Muller also had to con­ propeller suffered damage. However, and quarter later. One boat attempted tend with extreme turbulence between the tribulations of the Model J were to salvage No. 29 but was unsuccessful. 16,000 feet and 17,000 feet. During the only just beginning. By this time, the torpedo boat destroyer flight, Muller burned 14.5 gallons of On 21 December 1914, both Model USS Truxtun had been dispatched to fuel and 7 pints of oil over a period of j's, the Burgess Model H's, and a Mar­ rescue No. 29 and the pilots. When it two hours and 27 minutes (about 5.91 tin IT of the First Aero Squadron be­ arrived, the Truxtun attempted to save gph). A nice photo of No. 30 appears in gan their flights to compete for the No. 29, but it was unable to do more the pages of Aircraft (V 5 N 9. November Mackay Trophy, intending to fly from than save the engine, the rest of the air­ 1914, pg 381). The caption states that it North Island to Los Angeles. Unfor­ craft being a write-off after six hours in depicts No. 30 at North Island as it ap­ tunately, conditions were not terribly heavy seas. peared when flown by Muller during good for cross-country flying, and only Following the loss of No. 29, No. his record-setting flight. one Burgess Model H completed the 30 continued to be flown through­ The gross wing area of the Model planned flight. Flying No. 30, Lts. Car­ out 1915. On 8 February Lt. Thomas S. J was about 50 square feet higher with berry and Christie were forced down Bowen severely damaged No. 30 in an the 40-foot 2-inch upper wing (approx­ with a broken fuel line at Pacific Beach. accident in which he lost control and imately 350 square feet) as opposed to It was repaired, but the aircraft was the aircraft completely turned over. approximately 300 square feet with forced down again with an engine mal­ Bowen was apparently unharmed, and the original 30-foot wings. The dimen­ function at Oceanside, covering only No. 30 was repaired. Later in the year, sions of the overbalanced vertical rud­ about 40 miles before being forced to Lt . B.Q. Jones began using the Model der was 30 inches high by 36 inches give up. No. 29, flown by Muller and Lt. J for aerobatic experiments, and on 8 wide, or about 7.5 square feet in area. Frederick J. Gerstner, proceeded along June, Lt. Morrow flew No. 30 over the The area of the horizontal stabilizers the same route but encountered severe Panama-Pacific International Expo­ is given as 30 square feet, and the el­ turbulence near Encinitas. An uncon­ sition at night. An additional $2,790 evators are listed in the Aeronautics trolled sideslip cost them 300 feet of worth of spares was purchased for No. 22 APRIL 2007 3D, and on 1 July the aircraft was re­ graphs do exist of the Model J hydro, lish aircraft designer and an extroverted turned to service in fully refurbished or IN type, which show a three-blade American businessman. condition. Late in its service, No. 30's propeller and other slight differences Serious students of the Jenny, and undercarriage was again modified, the compared to the known Model J hy­ other early Curtiss aircraft, are referred nose-over skids being removed from the dro photos. Further evidence can be to the excellent series of books (seven main landing gear struts. found in the pages of Aerial Age Weekly total volumes) written by Robert B. No. 30's career came to an end (V 1 N 2. March 29, 1915. "Foreign Casari, titled Encyclopedia of u.s. Mili­ on 11 October 1915 when Lt. W.R. Aeronautical News:" Spain, pg 41). In tary Aircraft 1908 to April 6, 1917, (four Taliaferro fatally wrecked the aircraft the weekly column, written by Robert volumes). And, Encyclopedia of u.s. following a half-loop from which Pkyum and Ladislas d'Orcy, mention Military Aircraft: The World War 1 Pro­ the machine nosed into a vertical dive is made of negotiations for the possi­ duction Program (three volumes). Un­ and crashed into San Diego Bay. Talia­ ble purchase of 12 Curtiss machines fortunately, these titles are long out of ferro's body was recovered, and dur­ with OX engines, six being fitted with print; nevertheless, a great deal of the ing World War I a training field was wheeled undercarriages and six with information in this article is derived named after him in Texas. It was the floats. Other uses of the designation from volume three of the first series end of the line for the Model J, but IN-l, particularly those with reference (Subtitled: Curtiss I, N, IN-2, IN-3, and not for the subsequent Curtiss aircraft to use by the U.S. Navy, and U.S. Army, N-8). Other quality books that contain designs on which it was based. are apocryphal. Early IN-4s operated information about the Curtiss Model J Curtiss pursued the Model J design, by the U.S. Navy were serialed A-ls7 (and subsequent Curtiss types) are Cur­ which evolved into the Model N-8 to A-1s9 UN-4B, OXX engine) and A­ tiss Aircraft 1907-1947, by the late, great and, finally, the ModelJN-2, which was 388 to A-389 UN-4, OX-2 engine); all Peter M. Bowers, and Curtiss: The Ham­ used in quantity (eight total) by the five aircraft entered service in 1917. mondsport Era 1907-1915, by Louis S. First Aero Squadron in Mexico. Cur­ Incidentally, my late father, Jack Casey, a former curator at the National tiss IN-3s and R-2s were also used as Smith, learned to fly in a IN-4D during Air and Space Museum. The Bowers' part of Gen. John]. Pershing's Mexican the mid-1930s. It is, perhaps, a bit hum­ book, inCidentally, also contains a nice Expeditionary Force, (MEF) in the at­ bling to think that it all began in late three-view drawing of the Model J, in tempt to rout Pancho Villa's raids into 1913 with a somewhat introverted Eng­ its late 1914 incarnation...... the United States. The design evolved into the IN-2, through the IN-3, the IN-4/6 series UN-4/ A/B/C/Can./D/H/ HB/HG-l/2/D/6H/6-HG-l/2/D-2, and Twin IN), the beloved Jenny, and the OX series of engines (OX/OX-2/3/s and OXX-6). The successor designs of the Model J flew on for many years, with some still flying today. The U.S. Navy and U.S. Marine Corps were also not strangers to the IN series, operating the IN-4/B/H/6H/HG-l series (postwar as the JNS-l) and the N-9/H series of floatplanes that were strongly based on the Jenny. The U.S. Navy also op­ erated two Twin JNs as floatplanes as AH-64 (later, A-93) and A-198. A U.S. National Archives listing of early U.S. Navy types supplied by the noted na­ val aviation historian Hal Andrews confirms this fact. There is debate as to whether aJN-1, IN-1S, or IN-lW existed or not. My re­ search indicates there could have been such an animal, apparently intended for sale to Spain. However, the evi­ dence for this is anecdotal, at best. To my knowledge, no extant company re­ cords, or other official records, mention a Model IN or IN-l. That said, photo­ VINTAGE AIRPLANE 23 ip:I,"an'ft y -I .... ~ n ~.

Finally, snow! Real snow!,'1:,/ . ' . ~ . ,/ .~ 01 ~ r.\".\" /' . ::' ,,/ BY R IC R EYNOLDS AND H:G. F RAUTSCHY . ; -.:><. /,', ;: ../ '~ , to, .... ' ., . ~/J,; ..'..~:;:./~.. More than 200 people braved the wintry W.isconsin In one of EAA's Pioneer Airport h'a n ~ars, Joh'gtt)ut fast- -::.:.'. " '. ' weather for EAA's Skiplane Fly-In Saturday, Jan4ar"~,Y . 27, af moving lirtes formed for piI?iri1t,hot ch!li a~«( horr;eina d ~ '::c ~ Pioneer Airport in Oshkosh. Cl~e to!t WOf (ne~' il' irp'l anes, chicken sou.p. ,.F9 r desserf).. y o~ ~ ould have a pi.\(e . oj-~f ranging from Cubs and ce s s Fla s\.r~~~k~W ior~"a' nd birthday ~ aJ. e)it honor of ~ d'i~y Poberezny, who~' wa s ,

Kitfox, arrived from through o u~ lh e ~i;f~ D d ' celeb~.ti ~g <1"fl Qther 1/3 9th " ' 9\t~h\tay; 1/39 and l1old1'ng," .J...... ~ ~ ~ \ \ ~\ .}~ '" -~ - - - . away as Michigan and Illinois," she saitl,;: ';':(­ .. \ , \:., 'i:" \. -"", .. '" snow" skiplane fl y-in dates , ~we ~ ij ot Ri~l<~' Kluver, lon!diin ~~ A~e dr o m Belvidei~" ~::/- , \ ' • '-\ . ·" · W~.' " ~ ,ry of crystal1ine dry sn0Wto,slide with his Ces~a \ {~ t~-al ,on . warmer day~~ " Several wheeled airc r~ ft flew ; . N~"""M l*~ m-,:; '~ ith floats. I/If I' ~-d)-~ ~l~~V~:h~r i:twater or 's o~ ' I an cC ~O-,:: to the west prevented but not the ground the ramp in fro ~t of Pionp ~'r ' Lodge lots, with otheJ;S access road past Fergus

Above: Bill Weber's LycomingoO-320-powered 1 70CB Is seen regularly at the annual skjpla!le event. Bill hails from Rockford, Illinois.

rt~ .,;: Audrey Poberezny's birthday falls within a couple it'Clays of ... skiplane fly-in, so it's a handy excuse for a winter party. Above: An 9verview of the parking area shows a nice mix of Cessnas, Aeroncas, Pipers, and at least one homebuilt (it's AV~---'!::Io"":. ,the yelloW,. Super,Cuby) among the nearly two dozen airplanes flown in t~ EM's'Skiplanfi-Fly-ln: . ',I' I.,..~ L I . '//r, ~ / ~ I ,. I

Gary Conger flew his Lycoming­ powered Aeronca Sedan down from Green Bay. The airplane was restored in Connecticut by Mike Milligan, and Gary's addition of the retractable wheel skis hcMI:.: proven handy.

H.G. FRAUTSCHY BY DOUG STEWART "Does that seem weird to you?"

In last month's article, I commented on the crash of phrase was a little abbreviated) as we transitioned from Comair Flight 5191 at the Lexington, Kentucky, Blue taxi to takeoff with nary a pre-takeoff check. It was only Grass Airport, on August 27, 2006. I discussed a couple a short time later that oil started to cover the windshield of things that we could learn from this accident, and of the Cessna 175 Skylark we were fl ying as it leaked showed how to apply those things to the flying we do in from the propeller gearbox. I am confident that had we our vintage aircraft. But there are some things to discuss taken the time to conduct an engine ground check prior other than completing a "HAT" check (or similar check) to our takeoff, we might very well have noticed that prior to takeoff and maintaining a "sterile cockpit" when there were problems lurking. in an airport environment-things that can hopefully Too often pilots launch into the air even though there lead to our being safer pilots. are obvious indications that they will In the transcripts and tapes released encounter problems. For instance, the by the NTSB in its investigation of pilot who finds his engine running the crash, which killed 49 of the 50 ... I expect rough and backfiring during the run­ people onboard, the cockpit voice up may think, "Oh, it's probably a recorder showed that the copilot, to hear them fouled plug" and try to "burn" it clean James Polehinke, who was the lone by adding power and aggressively survivor, noted that the runway lights leaning. Even when that fails to yield were off as the jet sped down the call out a smooth-running engine, with rpm wrong runway. "That is weird with drops within acceptable limits, he will no lights," he said, and Capt. Jeffrey "we have oil still take off thinking that once he's Clay responded, "yeah." Seconds airborne he'll be able to "clean it out." later, Clay said "whoa," and then the pressure- The only problem is, what's causing impact was heard. the backfiring and engine roughness is I couldn't help but wonder as I read not a fo uled spark plug but a plugged the transcripts what the two pilots airspeed alive" injector, and now he's forced to suck were thinking as they continued their up his seat with a major pucker factor takeoff roll. Didn't the fact that things prior to rotation. as he limps around the pattern (if he's were "weird" make them think about lucky enough to be able to) and tries aborting the takeoff? I know from my to land without parking his airplane observations of pilots over the years that for some it's as in the weeds. if there were sirens singing their alluring song from the I think we are all familiar with the saying lilt's much sky tempting them to go flying. better to be down here, wishing we were up there, than I know that I have written before of the "kick the up there, wishing we were down here," yet too often I see tires, light the fires " kind of pilot who rushes through pilots setting themselves up for just that scenario. They a preflight inspection and engine run-up and gets into take off without ever checking that they have oil pressure trouble shortly thereafter. In fact, I actually once flew and that the airspeed indicator is alive. More than once I with a pilot who announced, "scan the glass and grab have had to coach a pilot back to the ground when shortly your assumptions" (well, actually the last word of the after departure he announces over the UNICOM that his

26 APRIL 2007 airspeed indicator isn't working. As he taxis in ] usuaJly see the pitot cover hanging from the pitot tube. Not only did he miss seeing that the cover was still in place as he conducted his preflight inspection, he also never noticed that his airspeed indicator wasn't working on the takeoff roll. If he had noticed an inoperative AI I would like to think that he would have aborted the takeoff. But as I said before, the lure of the sky and the mentality of "we're going flying" takes over and, whether the anomaly is noticed or not, the pilot continues the takeoff roll. A favorite training scenario that I use when working with clients on my PC-based simulator is to "fail" the oil pressure prior to takeoff. We'll be taking off into a 200­ foot overcast ceiling, with the tops well above 10,000 feet. Very, very few of my clients notice that they have no oil pressure as they start their takeoff roll. And yet not once has a client aborted the takeoff, even if he did notice the lack of oil pressure. Needless to say, the engine seizes prior to reaching our assigned altitude. This scenario has yet to fail to teach the necessity of making sure all is well before launching into the air. All of my clients know that I expect to hear them caJl out "we have oil pressure-airspeed alive" prior to rotation, or the takeoff is aborted. They also know that I fully expect them to really check the gauges and not just make the call out robotically. Last year a friend of mine noticed that his airplane was not climbing out of the pattern as well as it normally did. At first he attributed it to the higher-than-normal density altitude. But then he checked his oil pressure gauge and saw the needle sitting on zero. A quick turn back to the airport AERO CLASSIC got him there before his engine seized. An oil line had "COLLECTOR SERIES" come loose, as evidenced by a puddle of oil where he had Vintage Tires conducted his run-up. But though he had gone through the motions of an engine ground check, and had made the New USA Production call "oil pressure-okay," he had never really checked the Show off yo ur pride and joy with a gauge until realizing his problem once airborne. fres h set of Vintage Ru bber. These Being diligent in our preflight inspections and engine newly minted tires are FAA-TSO'd and speed rated to 120 MPH. Some ground checks is essential to our safety, but be aware that things are better left th e way they anything that happens outside the realm of the expected were, and in the 40 's and 50's, th ese tires were perfectly in should be considered as cause to abort the takeoff. tune to the exciting times in aviation. I remember once when I was preparing to depart Islip, Not only do these ti res set yo ur vintage plane apart from Long Island, with two clients on one of my instrument­ the rest, but also look exceptional on all General Aviation aircraft. Deep 8/32nd tread depth offers above average training trips. It was raining quite heavily and the tread life and UV treated rubber resists aging. ceilings were hovering around 300 feet, with the winds First impressions las t a lifetim e, so put these relatively light. As a Southwest 737 landed in front of bring bac k the good tim es.. ... us we were given a position and hold clearance. Once New General Aviation Sizes Avail able: the 737 cleared the runway we were cleared for takeoff. 500 x 5, 600 x 6, 700 x 8 My client flying from the left seat applied takeoff power and soon after called out the requisite oil and airspeed Oesser has the largest stock and mantra. But prior to rotation all three of us smelled the selection of Vintage and Warbird unmistakable odor of burning rubber. Without a second's tires in the world. Contact us hesitation my client pulled the throttle to idle, aborting with the takeoff. Te l ePhon e: 800-247-8473 or We announced to the tower that we were aborting the lfi 323-721-4900 FAX : 323-721-7888 takeoff as we smelled smoke in the cockpit, and cleared DESSER , 6900 Acco St., Montebello, CA 90640 IRE & RUBBER COMPANY 3400 Chelsea Ave, Memphis, TN 38106 the runway at the next taxiway. Within what seemed ~ www .desser.com VINTAGE AIRPLANE 27 like a few short moments there was a giant yellow firetruck rushing toward us. The smell of burning wires was GET THE SKILLS no longer present in the cockpit and I rather sheepishly realized that the smell of burning rubber TO GET had come from the tires of the 737 IT BUILT as it touched down on the runway. Without any wind present, the AT EAA SPORTAIR WORKSHOPS smoke had lingered over the runway and had come into our cockpit as we accelerated for takeoff. It took about 20 minutes to complete all the paperwork that we had to fill out as a result of the firetrucks scrambling, but throughout the process I kept thinking that even though we hadn't had a fire, what if we had been complacent, rationalizing the smell of rubber burning, and taken off into the clag? What if there had indeed been a fire and we had taken off? Finding ourselves surrounded by thick clouds and heavy rain, what would we have done? I'll say it again. Much better to be down here, wishing I was up there, even when having to fill out reams of paperwork before a chuckling fireman, than being up there, in the wet, rain-laden clouds, wishing I was GET YOUR HOMEBUILDING PROJECT OFF THE GROUND down here. BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS Almost everyone of us pilots is easy prey to the siren song of the APRil 13-15 GRIFFIN, GA .nGWelding sky. It is difficult to resist the allure of flight, especially when you are APRil 14-15 FREDERICK. MD • RV Assemb~ already rolling down the runway. APRil 14-15 DETROIT, MI • Composite Construction • Bedricol Wirin~Avionits But we need to lash ourselves to • Introduction to Aircroh Building • Basic tMetal the mast of good aeronautical decision-making. Please, if things w.y 5-6 OSHKOSH, WI • RV Assemb~ seem "weird," consider aborting the w.y 5-6 ARUNGTON, WA • RV Assem~ takeoff if there is sufficient runway w.y 18-20 GRIFFIN, GA .nG Welding remaining. Please don't ignore or rationalize away all the many JUNE 8-10 ARLINGTON, WA • Repairman ([SA) Inspection-Airplane indications that might be shouting at you to stay on the ground-even JUNE 9-10 WATSONVILLE, CA • RV Assemb~ when there are blue skies and tail JUNE 23-24 FREDERICK. 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VISIT WWW.SPORTAIR.COM OR CALL 1-800-967-S746 FOR DETAILS Doug Stewart is the 2004 National CFT of the Year, a NAFT Master EAA EAA SportAir Sponsors: Instructor, and a designated pilot examiner. He operates DSFI Inc. (www. .~. DSFlight.com) based at the Columbia WORKSHOPS ~ www.polyftber.com www.alrcrafU pruce.com County Airport (lEl) near Hudson, ---~ --- New York......

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I've come across a Cessna inter­ office memo, dated 22 September 1955, where a company historian, J.H. Gertieis, answers questions in a general way from a Dario Politella. He was apparently assigned to write Mr. Ploitella. Here are some of the facts I thought the Cessna 170-1S0 people would find interesting. The L-19 was the first airplane Cessna ever presented to the Army. There had been previous discussions with the Army about the possibility of using the 140 or 170, with no success. Now to digress here a bit. This is Army aviation. Prior to the formation of Army aviation there was the United In olive drab garb, this is a Cessna L-19A-CE, AF Serial No. 51-4829G. This States Army Air Force and, later, the aircraft was the third one built on August 6, 1951, at the Cessna Pawnee plant United States Air Force, but after and was soon shipped off to Korea. a long debate the Armywas finally that it should be all metal so it would laid out a new fuselage to go with the able to get the specific mission-type be more durable. existing Cessna 170 wings and 195 aircraft the it needed. The war-time Cessna sent engineers and designers tail surfaces, and immediately began Cessna Bobcat, or UC-7S, or AT-19, to consult with the Army and see searching for a suitable power plant. was a World War II product and exactly what it had in mind. The The choice here was the Continental used for training long before Army original specifications were a bit vague. 0-470-13, which was specifically aviation was born. It became obvious that the Army designed and tailored to meet the In August of 1949 the Army laid wanted an airplane that could carry a need. Just three months later, the down specifications that called for reasonable amount of radio equipment, prototype came out the door on an airplane with an empty weight was relatively fool-proof to maintain, December S, 1949. of 1,200 pounds and the ability and would have outstanding take-off A brief flight test was made, and to operate from a 600-foot strip and landing characteristics. then it was flown to Wright Field or smaller. The specs pretty well Starting September S, the Cessna for evaluation. The total cost for the described a small airplane. IS-man engineering department prototype was approximately 2,500 Cessna didn't think it could design accepted the challenge and began hours. The usual preproduction anything that light, with the thinking with the components on hand. It mechanical bugs were eliminated, and 30 APRIL 2007 and within the 500-foot limit. The airplane was then sent to Ft. Bragg for further evaluation. Ten pilots put five hours each on the four aircraft: a Piper, Luscombe, Taylorcraft, and the L-19. There is no reference as to how the evaluation by the various pilots went, but Cessna received a verbal notification of an intended contract. The initial order for 418 aircraft started a real scramble at Cessna, since the prototype had been built from parts on hand and now all the production engineering had to be accomplished. Some 25 engineers Two views of the original Cessna model 305, later designated the L-19 by the began work on the project. U.S. Army. With the wings from the 170 design, and the tail surfaces from the Then came July of 1950 and 195, the prototype for what would become one of the most successful liaison the Korean War. This changed plane designs ever built shows off its distinctive swayback fuselage. everyone's p lans; the Army asked for accelerated production. A second prototype was constructed and the certification process was begun, along with changes to the original design requested by the military. The resultant production was more than 3,000 airplanes. ThePrimary customers were the U.S. Army; the National Guard got some; the French got 50 of them; and the U.S. Marine Corps was immediately issued 37 of them, which, while identical to the L­ 19, were designated as 01-Es. Cessna licensed the Japanese to build some as late as 1958. The L-19 and its genre were deployed to military units all over the world. And the civilian model, designated the Cessna 305, found there were no basic flight problems. Want to learn more about the Bird Dog? markets as fish spotters, cattle ranch The biggest problem was the rather Contact the type club hands, and various civilian roles. high sink rate with 60 degrees of that knows all about them: Many of the L-19s came into civilian flap. A three-point landing required life after being surplused out, and an exceptional amount of judgment. Cessna International Bird Dog Association quite a few were used as glider tugs The flare didn't always stop the sink (L-19/0-1) and for towing banners. rate in time, resulting in a bounce Larry Flinn That's the short story of the and with such force that the spring 9618 Jason Bend development of the L-19. Born from landing gear (Steve Wittman's design) Helotes, TX 78023 the loins of the Cessna 170 and 195, would flex to the point of letting 210-695-1944 it went on to become one of the most the prop strike the ground and even Fax: 210-695-1284 versatile and loved military airplanes catching grass shards on the belly. E-mail: [email protected] of the century. There were never any landing gear Website: www.l-19bowwow.com And with that, and as an old Bird failures, but they did have to replace Dues: $30/year U.S.; $35 Canada; $45 Dog driver, it's several props! This was really the International Over to you, only serious problem until the proper Newsletter: Quarterly magazine, monthly (( landing technique was developed e-mail newsletter for landing over a 50-foot obstacle V I NTAGE AIRPLANE 3 1 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF VAA MEMBER WESLEY SMITH. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than May 10 for inclusion in the]uly 2007 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

JANUA RY ' S MYSTERY ANSWER

Joe Stamm of Or­ ange Village, Ohio, was the first to e-mail in his correct response: The January 2007 Mystery Plane is a 1918 Curtiss-Kirkham 18-T-2 Straight Wings. The same picture of the plane is shown in The Speed Seekers by Thomas G. Foxworth, who also provides a detailed history of the aircraft on pages 187-192 of his inter­ esting book. Thomas H. Lym­ burn, Minneapolis, Minnesota, sent in this response: 32 APRIL 2007 For January 2007's Mystery Plane one might ask, "How to this, Kirkham had worked with his brothers Clarence and many wings, what wing span, wheels or floats, and how Percy and relocated the company to Bath, New York. During many records?" The aircraft is the Curtiss 18-T "Wasp" tri­ 1904, Kirkham had begun the production of a four-cylinder plane, known as "Whistling Benny." It was also known as automobile engine, which was followed by a six-cylinder en­ the Curtiss-Kirkham after designer Charles B. Kirkham, who gine built for the Pullman Car Co. from 1906-10 (actually, the worked out the 400-hp K-12 engine that was lighter and York, Pennsylvania, company was named Broomell, Schmidt smaller than the Liberty. This engine was later developed into &. Steacy, 1903-05; the York Motor Car Co., 1905-09; and fi­ the Curtiss 0-12 and the larger Conqueror. The Wasp (named nally, the Pullman Motor Car Co., 1909-17). Interestingly, the after the sound the engine made) was a two-seater with two first A.P. Broomell automobile was an impractical six-wheel forward-firing Marlin machine guns, two Lewis guns on a affair named after the famous Pullman railroad cars. In 1905, Scarff ring, and another Lewis in a ventral slot. the model name of the company auto was changed to York, The aircraft had been ordered for the Navy on March 30, and a conventional four-wheel chassis was adopted. 1918. The Army borrowed the prototype for tests in August The first Kirkham engines to be used in an airplane were 1918. It was claimed to have top speed of 163 mph, a world those that were sold to The Canadian Aerodrome Co., which record. Later, the Army ordered two triplanes (delivered in was an outgrowth of Dr. Alexander Graham Bell's Aerial Ex­ January and February 1919) and two Model 18-B "Hornet" periment Association (A.E.A.). Both the Baddeck No.1 and biplanes (delivered inJune 1919). Baddeck No.2 used Six-cylinder, 40-hp Kirkham engines, as An 18-T-2 was used to set an American altitude record on did the Hubbard "Mike" Monoplane, built by the Canadian September 19, 1919, when Roland Rohlfs reached 34,610 Aerodrome Co. in the winter of 1910 for prominent Boston feet. Because of its speed, it became a racer, but the Navy's architect Gardiner Greene Hubbard II. The "Mike" made sev­ attempt to use a pair of Wasps in the 1920 Pulitzer Trophy eral short flights, and was displayed at the Boston Aero Show Race at Mitchell Field fell through due to cooling problems. later that year. I have an account (Parkin, J.H. Bell and Bald­ They tried again in 1922, with float versions, in the Curtiss win, pp. 278-282), which appears to indicate that the A.E.A. Marine Trophy Race. In 1923, the Navy's A332S and A3326 Silver Dart was temporarily fitted with the Kirkham engine were flown at the National Air Races in St. Louis, but were intended for Baddeck No.1 when it made the first two-place lost in crashes. aircraft flight in Canada at Petawawa a short time after 5 Aerofiles.com shows your photo as the prototype (serial a.m. on August 2, 1909. The Silver Dart was destroyed during A332S) on loan from the Navy to the Army (possible serial these flights as the result of a landing accident, however the number AS4006S). One 18-T was built for civilian use, but engine, the pilot, John A. Douglas O.A.D .) McCurdy, and his sold to Bolivia in 1920. Although a promising design, no pro­ passenger, Frederick W. "Casey" Baldwin, escaped relatively duction occurred due to the Armistice. It was an aircraft with unscathed by the incident. (The poor Silver Dart, however, potential that came out at the wrong time. was destroyed.) After the accident, the Kirkham engine was Wesley Smith of Springfield, Illinois, has really out­ then installed in the Baddeck No. 1. done himself again with a complete history of the Curtiss­ At any rate, Charles B. Kirkham began the manufacture of Kirkham. Enjoy: aircraft engines at Savona, New York, in 1910. His first engine The January 2007 Mystery Plane is the prototype 1918 to go into an American aircraft was one of his modified 22-hp Curtiss-Kirkham 18-T triplane (U.S.N. A332S), as origi­ automobile engines sold to William T. Thomas. In November nally built with relatively unswept (actually 0.5 degree of 1909, Thomas began construction of his pusher biplane at sweep) wings. Hammondsport, New York, but it did not fly until the spring Also known as the Wasp, the 18-T is sometimes called of 1910 at Page Farm, Hornell, New York, with Bert Chambers "Whistling Rufus" or "Whistling Benny" (depending on acting as pilot. W.T. Thomas was born of English parentage which source one chooses to believe.) The aircraft went in Rosario, Argentina, during his father's foreign service and through a number of modifications and was specifically de­ was schooled in England before coming to the United States signed to take full advantage of the Kirkham K-12 engine also to work as a draftsman for the original Herring-Curtiss Co. designed by Charles B. Kirkham. Later postwar versions of the His brother Oliver soon joined him, and in 1912 the Thomas Wasp are the Model 18-T-1 (single-bay, with 5 degrees of wing brothers opened the Thomas School of Aviation. sweep) and the Model 18-T-2 with longer two-bay wings. In fact, from the original 1910 pusher biplane through the There was also a biplane version of the Model 18 known as 1911 Model TA pusher biplane, 1912 Model TA tractor bi­ the Model 18-B (biplane), or Hornet. Many years later, Cur­ plane, the 1913 "nacelle pusher biplane," and the 1913 Model tiss retroactively redesignated the Model 18-T variants as the E pusher biplane, Thomas exclusively used Kirkham engines Model 15 and the Model 18-B became the ModellSA. (the sole exception being the 1913 tractor monoplane, which Well before the Great War, Kirkham had a long association used a Maximotor engine). In 1913, the Thomas Brothers with Glenn H. Curtiss, going back to Kirkham's design for a Aeroplane Co. Inc. was officially formed at Bath, New York. two-cylinder motorcycle engine in 1902, which he supplied The following year, the company was relocated to Ithaca, to Curtiss until October of 1905, when Curtiss began to man­ New York, occupying the vacant E.G. Wyckoff factory. The ufacture his own engines at Hammondsport, New York. Prior English aircraft designer Benjamin Douglas (B.D.) Thomas VINTAGE AIRPLANE 33 (no relation) was associated with the Thomas brothers by this ready for testing. With some modification, the engine be­ time. When Thomas received their first order from the Brit­ came the K-12. Kirkham insisted that the new engine de­ ish government in 1914, it was for 24 T-2 tractor biplanes, served an airframe worthy of his new creation and thus the designed by B.D. Thomas. The T-2 was broadly based on B.D. design of the Curtiss-Kirkham Model 18 was begun. (The K­ Thomas' earlier design of the Curtiss Model j (December 2006 12 may have not been Kirkham's first foray into V-12 design Mystery Plane). territory. According to the late Thomas G. Foxworth's excel­ At Ithaca, New York, a peach orchard near Cayuga Lake lent book The Speed Seekers [po 188], Kirkham also designed a served as the flying grounds for the Thomas Brothers Aero­ 120-hp V-12 during the time he was building aircraft engines plane Co. This gradually evolved into what is today the mu­ on his own. I cannot confirm this). A complete description nicipal airport at Ithaca. In 1915, Frank 1. Morse of the Morse of the K-12 appeared in Aerial Age Weekly (volume 8, No. 25, Chain Co. became president of the new Thomas Aeromotor March 3, 1919, p. 1244). According to the text, the construc­ Corp., with W.T. Thomas as vice president. The new com­ tion of the K-12, and its six-cylinder variant, the K-6, allowed pany was named The Thomas-Morse Aircraft Co. in 1917, for a lighter weight, and therefore an improved horsepower­ with B.D. Thomas continuing to design aircraft for the per-pound rating than other engine types. In fact, the new company. With its demise, Thomas-Morse eventually merged 400-hp (397 hp at 2,250 rpm) engine was considerably lighter into what became General Dynamics, the remaining assets (dry weight, 678.5 pounds) than the comparable Liberty 12-A of Thomas-Morse being sold to Consolidated on August 5, (dry weight, 844 pounds), being 165.5 pounds lighter (with­ 1929. Yet despite its greatly diminished importance, Thomas­ out coolant, which weighed an additional 38.25 pounds). Morse continued to exist until around 1935 as part of the The K-12 used a six-throw crankshaft (supported by five plain Consolidated Corp. B.D. Thomas, who was responsible for all bearings), which was also used in the 150-hp K-6. The block Thomas-Morse designs except the S-7, retired to La jolla, Cali­ of the K-12 was aluminum. The cylinder heads were fitted fornia, in 1933 after last working on the unsuccessful Con­ with six steel cylinder barrels and combustion chambers ma­ solidated XB2Y-1 experimental dive bomber. chined from steel forgings and screwed into each aluminum Kirkham's early aircraft engine designs included the B-4, cylinder head block. The displacement was 1145.09 cubic a four-cylinder, water-cooled inline of 40.4 hp. This was fol­ inches, also far less than the Liberty's 1,648.92 cubic inches. lowed by the six-cylinder B-6 (54.5 hp at 1,300 rpm) and The K-12 had its cylinders arranged in a 60-degree V arrange­ the B-G-6, a six-cylinder, water-cooled, geared vertical in­ ment and the K-6 was an inline vertical. line of 70 hp (1,680 rpm, reduced to 960 rpm at the output Two Ball and Ball duplex carburetors supplied the fuel to shaft). He also introduced an interesting tractor biplane early each bank of six cylinders, with the dual half of each carbu­ in 1912 ("The New Kirkham Tractor," Aeronautics, volume retor supplying an intake manifold for three cylinders. Dual 10, No. I, january 1912, pp. 15-16; "The Kirkham Tractor ignition was supplied by two high-tension Berling 0-66 mag­ Biplane," Aircraft, volume 2, No. II, january 1912, p. 391), netos. The internally ribbed aluminum pistons were con­ which had a conventional fuselage, horizontal stabilizer and nected to "H" section articulated connecting rods, with the elevator, but also incorporated a monoplane canard ahead of linked rod forked at each crankpin. Fuel consumption was re­ the tractor propeller. This biplane was offered with either the ported to be 0.499 pounds per hp-hour (36.7 gph) and the oil B-6 or B-G-6. Kirkham is reputed to have been the first engine consumption was 0.053 pounds per hp-hour. Ample cooling manufacturer to use adjustable valve tappets. His aero en­ for the K-12 was supplied by two "box" radiators mounted gines used a unique concentric valve arrangement, with the to either side of the fuselage between the middle and lower airflow past the outer intake valve being used to cool the in­ wing (there was already a long history of side-mounted radia­ ner exhaust valve. tors in Germany, and in the U.S.). The length of the K-12 was By August of 1914, Kirkham's business was drawing its last only about 60 inches from the starting crank on the magneto breath and for a short time he joined the Aeromarine Plane to the end of the propeller hub. It was 40.125 inches high by and Motor Co. of Keyport, New jersey, as chief engineer. At 27.875 inches wide. Completing the engine's design, the pro­ about this same time, Curtiss was having difficulty with his peller shaft was driven at 60 percent of the crankshaft rpm OX series of engines, which the British government refused to through a "herringbone tooth" gear reduction. Thus the accept due to their unreliable nature. Curtiss sought Kirkham K-12 packed a lot of power (and torque) into a fairly small, out to solve the weaknesses of that engine and what soon and relatively low-weight, power plant. emerged was the OX-2, which with some further modifica­ With the K-12 complete, Kirkham turned his attention to tions became the OX-5 engine used in the Curtiss "jenny." By the Model 18 and used the latest technology, designing the fu­ this time, World War I had grown to epic proportions, with selage to be a laminated three-ply monocoque structure that Curtiss obtaining large aircraft orders from the UK, Russia, was formed over a mold. Pfalz, in Germany, had begun using and eventually the United States. With America's entry into this technology, and in the United States, Lowe, Willard and the war, aircraft production and technology was given a high Fowler (L.W.F. used a play on its company acronym to ac­ priority, and as a response to production of the Wright­ centuate the virtues of their new construction technique, by Martin Hispano-Suiza, Curtiss established an experimental referring to the use of a "laminated wood fuselage"; both the engine department at Garden City, New York, in early 1917. L.W.F. Model V and G used this type of construction), Berck­ By April, the new Kirkham V-12, known as the AB, was mans ("Speed Scout"), Pomilio (an Italian designer who built 34 APRIL 2007 Jack Kearbey Tulsa, OK • First flight in England (1951) while serving in USAF • Hired by Oklahoma Air National Guard in 1956 to run their . instrument and autopilot shop

• Qualified in 1980 as an ATP; also obtained A&P license • Currently building his fourth full­ scale aircraft-a Sopwith Pup

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AUA's Exclusive EAA Vintage Aircraft Association Insurance Program lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages No component parts endorsements the FVL-S fighter in the U.S.), Heinrich ("Victor" advanced considerably from its triplane brethren. The equal-span bi­ trainer), and Le Pere (a French designer, also working in the plane wings had a span of 37 feet, 5-3/4 inches, and a gross U.S.) had either been experimenting with a similar concept or wing area 322.5 square feet. The weight of the Model IS-B had already built aircraft using that technique. was also higher than the Model IS-T, being 3,001 pounds. The empennage surfaces of the Model lS-T were cov­ Otherwise, the ModellS-B had the identical engine, em pen­ ered in cedar, and the wings were built up of seven spars, with nage, fuselage, and GFE of the Model IS-T. Of the two Model numerous "cap strip-like" wing ribs in place of conventional IS-Bs, only S.c. 4005S was assembled and flown, S.c. 40054 wing ribs. This resulted in a wing that was very strong, light, being the static-test article. S.c. 4005S was also assigned the and thin. Like the K-12, the Model IS was first described in McCook Field project number: "P 36." It crashed soon after the pages of Aerial Age Weekly (liThe Curtiss Model IS-T Tri­ beginning flight testing and the eventual disposition of the plane," volume 9, No.3, March 31, 1919, pp. 154-155). As remaining Army Wasp and Hornet is unknown to this writer. originally built, the ModellS-T had three equal-span wings of In contrast to the fate of the Army Model ISs, the 31 feet, 11 inches span and 42 inches chord. The gap between U.S.N. machines fared far better. As originally built, the pro­ the upper and middle wing was also 42 inches, but the gap totype Model IS-T incorporated a four-blade propeller, but between the middle and lower wing was reduced to 35-9/16 this was soon replaced by a conventional two-blade propel­ inches. The incidence of the wings was 2-1/2 degrees, and ler. Delivered only three months after the signing of the con­ the wings were swept 0.5 of a degree aft. tract, Curtiss test pilot Roland Rohlfs The airfoil was derived from a Sloane With the wing took A3325 on its initial flight on July profile, and the wing area totaled 309 5, 1915. With a climb rate of over 2,000 square feet. There was no dihedral. The modifications fpm, the Model IS-T demonstrated a 14.3-square-foot horizontal stabilizer complete Rohlfs now spectacular rate of climb performance of the Model IS-T was built with a 0.5- , but it suffered from tail-heaviness as degree incidence, and the elevators to- took full advantage the result of the center of gravity be­ taled 13 .02 square feet of surface area. ing too far aft. This was subsequently The vertical stabilizer consisted of a tri- of the phenomenal rectified by sweeping the wings aft by angular surface of 5.2 square feet and climb rate to establish 5 full degrees. In this form, the postwar the vertical rudder had an area of S.66 Model IS-T became known as the Model square feet. Overall, the ModellS-T had the full altitude IS-T-l (the "-I" indicating single-bay a length of 23 feet, 3-3/16 inches and a wings). In its new form, the Model 1S­ height of 9 feet, 1O-3/S inches. potential of the T-I possibly had a slightly greater span, The fuel capacity of the Model IS-T increasing by 1 inch to an even 32 feet. was 67 gallons (listed as 400 pounds, Model 18-T and The height was also possibly some­ it would actually be 402 pounds) and the K-12 engine. what greater, being increased to 10 feet, the oil capacity of the K-12's crank­ 2 inches. (This increase in height may case 6 gallons (45 pounds). The pilot and observer weight was actually apply to the later seaplane version of the Model given as 331 pounds, with an additional 301 pounds useful IS-T-l.) The wing area was apparently about the same, being load. Government-furnished equipment (GFE) of the Model around 2SS square feet (without ailerons). Like the Model IS-T included two forward-firing .30-caliber Marlin machine IS-T, ailerons were fitted to all three wings. The empty weight guns. One source states that the observer was to be supplied of the Model IS-T-l was now 1,9S0 pounds and the gross with three .30-caliber Lewis guns (two seems far more likely). weight was increased to 3,050 pounds. The climb rate of the As such, the total useful load was 1,076 pounds. Combined Model IS-T-1 was 12,500 feet in 10 minutes, with a service with the I,S25 pounds empty weight of the aircraft, the gross ceiling of 23,000 feet and an endurance of 5.9 hours. weight was 2,901 pounds. The wing loading was 9.4 pounds Now fully ready for trials, the Model 1S-T set an unoffi­ per square foot. cial world speed record of 163 mph on August 19, 1915. The With a price of $55,400 (less Government-furnished equip­ high-pitched whine of the wings gave the Wasp the unofficial ment [GFEJ) and with the end of World War I at hand, orders nickname of "Whistling Benny" or "Whistling Rufus" (source for the Model IS-T were sparse. The first two aircraft were information varies on this point). More was yet to come in ordered by the U.S.N. (A3325, the prototype, and A3326, or­ 1919. Fitted with new longer-span, two-bay wings (40 feet, dered under contract 37372, dated March 30, 1915). The U.S. 7-1/2 inches, 400-square-foot wing area), the Model 1S-T was Army also ordered two Model IS-T triplanes and two Model designated the Model IS-T-2. IS-B biplanes in August of 1915 (all four under contract With the wing modifications complete, Rohlfs now took CS-152) . The Army triplanes were issued serials S.c. 40065 full advantage of the phenomenal climb rate to establish and S.c. 40066, however only 40065 was actually delivered the full altitude potential of the Model 1S-T and the K-12 as a static-test aircraft to McCook Field in February of 1919. engine. Beginning in March of 1919, Rohlfs burned out The Model IS-Bs (S.c. 40054 and S.c. 4005S) were eventu­ three K-12 engines during climb trails because the oil sys­ ally delivered in June of 1919. Also known as the "Experi­ tem did not function well at the steep climb angle of mental 510," or the Hornet, the Model IS-B biplane differed the Model IS-T-2. In addition to the oiling dilemma, Rohlfs 36 APRIL 2007 suffered from hypoxia during one trial and barely escaped and given the race number "5"), flown by Rutledge Irvine, after a lO,OOO-foot dive. However, by the summer of 1919 was damaged in an out-of-control takeoff and rough bounce, things were going well, and on July 25 he was able to coax which tore the left wingtip float loose. Rutledge flew on, on the triplane to 30,100 feet. This was followed by a second suc­ the verge of losing control, until he crash-landed in a pile cessful climb to an unofficial world altitude record of 34,610 of coal near the Detroit Edison power plant. Fortunately, feet. On all of his high-altitude flights, the aircraft was fitted he was unhurt, but A3325 was demolished. A3326 (painted with a K-12. Reaching such extreme altitudes with an engine yellow and assigned the race number "4"), flown by U.S. that lacked a supercharger was no simple feat, and that part Marine Corps pilot Lawson H. Sanderson, did much better, of Rohlfs' record altitude flights stood for some years. taking the lead near the end of the race. However, fate once The high-altitude flights had not escaped international no­ again cheated the Model 18s, as on the final lap Sanderson tice and in late 1919, Bolivia ordered a Model 18-T-2. Specula­ ran out of fuel with the finish line in sight. tion has it that the aircraft was actually the undelivered U.S. The end of the Model 18-T-1 came during the 1923 Liberty Army triplane. Regardless of its origin, Donald Hudson was Engine Builders' race. Now painted orange overall and given the soon demonstrating the aircraft in Bolivia, successfully taking race number "3," A3326 was flown by Ensign D.C. Allen, with off from El Alto field at La Paz (13,500 feet altitude). Hudson Chief Machinist's Mate 1.G. Hughes occupying the observer's seat was soon showered with the laurels of the Bolivian govern­ as mechanic. Flown at Lambert Field in St. Louis, the crankshaft ment and on May 19,1920 successfully crossed the Andes, pass­ of the CD-12 fractured near the end of the first lap. Allen made an ing over the 21,185-foot peak of Mount Illimani at an altitude emergency landing on a nearby muddy field but the Wasp flipped of over 30,000 feet, setting a South American altitude record. A over on its back. Both men were again uninjured, but the A3326 crash the following day ended Hudson's welcome, and for a was completely wrecked, thus closing the story on a forgotten but time ended Bolivia's ambitions for an air arm. Whatever the nevertheless interesting, and Significant, airplane. truth about the origins of the Bolivian Model 18-T-2, it appears Charles B. Kirkham went on to other things after leaving as though four or five Model18s were built during 1918-19. Curtiss (reputedly, he was not on good terms with Curtiss at In 1920, Curtiss tested A3325 as a seaplane, with a single the time of his departure). He briefly opened an aviation con­ main float and wingtip outrigger floats of a Curtiss N-9. In this sulting concern in New York City before going to Germany in form, Rohlfs flew the Model 18-T-2 to a speed of 138 mph at 1920, where he oversaw the completion of all 20 Junkers-Larsen Rockaway Beach in April (climb rate of the Model 18-T-2 was JL-6 Ounkers F 13) all-metal monoplanes that were imported to recorded as 10,400 feet in 10 minutes on this occasion). In the United States. He then founded Kirkham Products at the this configuration, the seaplane Wasp may have had an empty old James V. Martin facility at Garden City, New York, where weight of 2,417 pounds and a gross weight of 3,572 pounds. It he undertook the subcontracting and manufacture of various is unclear if these weights apply to the seaplane or land plane machining projects. With Harry 1. Booth and Michael Thur­ form of the Model 18-T-2, but the stated height of 12 feet al­ ston, Kirkham produced several unique aircraft for such notable most certainly applies to the seaplane variant of the Wasp. In people as pioneer aviator Leonard W. Bonney (creator of the any case, due to the main float projecting well beyond the fu­ unique 1927 Bonney Gull). Kirkham moved his business to the selage, the overall length of the Model 18-T-2 seaplane variant Fairchild plant in Farmingdale, New York, and then to the site increased to 28 feet, 3-7/8 inches. of the old Fulton Motor Co. in 1934. During 1938, Kirkham Converted back to land plane form with Model 18-T-1 sin­ went into partnership with Robert Simon, forming the Liberty gle-bay wings, both A3325 and A3326 soldiered on as racers Products Corp., but left the company in 1940 to do consulting in the 1920 Pulitzer and were piloted by Lt. Cmdr. Willis B. work. He continued to live in Montgomery, New York, until he Haviland (U.S.N.) and 2nd. Lt. W.D. Cuthbertson (U.S. Ma­ passed away at the age of 88 on New Year's Eve 1969. rine Corps), respectively. Unfortunately, both aircraft suffered Roland Rohlfs, who had flown the Model 18-T so bril­ engine malfunctions that prevented them from complet­ liantly in 1918 and 1919, went on to become operations ing the race. By now, Kirkham had left Curtiss and develop­ manager of Aeromarine Airways in the early 1920s before ment of the K-12 continued as the new Curtiss C-12 under forming Aerial Advertising, flying neon light-equipped air­ the direction of Finlay R. Porter. A year later in 1921, Clem­ craft at night that displayed various messages. The Great De­ ent M. Keys developed the geared C-12 into the direct-drive pression killed Rohlfs' business venture but he continued to CD-12. Refitted with a four-blade Charvay propeller and CD­ fly on the East Coast before joining the CAA in 1938 and fi­ 12 engines, both Model 18-T-1s were returned to service as nally retiring in 1953. Rohlfs nevertheless remained active in seaplanes, with a new set of floats specifically designed for aviation for many years before passing away. the aircraft. With the new main float, the overall length of Other correct answers were received from Rob Waring, the Model 18-T-1s approximated that of the float-equipped Dumfries, Virginia; Ralph Riedesel, Paton, Iowa; Jack Erick­ Model 18-T-2. A further modification was the addition of a son, State College, Pennsylvania; Charles F. Schultz, Louis­ new ventral fin and rudder for added stability and control. ville, Kentucky; Wayne Van Valkenburgh, Jasper, Georgia; Fitted with the new floats, and entered in the Curtiss Ma­ and C.E. Hesser, St. Augustine, Florida. rine Trophy Race in the summer of 1922, the Wasps found Also, while we missed mentioning it in the March issue, themselves in the midst of an event that was plagued by Wayne Van Val kenburgh correctly answered the December high winds and rain. Unfortunately, A3325 (painted green Mystery Plane. .... VINTAGE AIRPLANE 3 7 2007 MAJOR FLy-INS For details on EM Chapter fly-ins and other local aviation events, visit www.eaa.orgjevents The following list ofcoming events is furnisfled to our readers as a matter ofinformation only and does Sun 'n Fun Fly-In EAA AirVenture Oshkosh not constitute approval, sponsorship, involvement, Lakeland Linder Regional Airport (LAL), Wittman Regional Airport (OSH), Oshkosh , WI control, or direction ofany event (fly-in, seminars, Lakeland , FL Ju ly 23-29, 2007 fly market, etc.) listed. To submit an event, send April 17-23, 2007 www.AirVenture.org the information via mail to: Vintage Airplane, PO. www.Sun-N-Fun .org EAA Mid-Eastern Regional Fly-In Box 3086, Oshkosh, WI 54903-3086. Or e-mail tfle information to: [email protected]. In­ EAA Southwest Regional-The Texas Fly-In Mansfield Lahm Airport, Mansfield, OH formation shollid be received four months prior to Hondo Municipal Airport (HDO), Hondo, TX August 25-26, 2007 the eVel1t date. June 1-2, 2007 http://MERR.info www.SWRFI.org APRIL 27-28-Waco, TX-Texas State Technical Virginia Regional EAA Fly-In College(TSTC). 5th Texas Aviation EXPO 2007 Golden West EAA Regional Fly-In Dinwiddie County Airport (PTB), Petersburg, VA presented by The Texas Aviation Association. Yuba County Airport (MYV), Marysville, CA October 6-7, 2007 Rve acres of ramp static display. A robust June 29-July 1, 2007 www.VAEAA.org agenda of 60 hours of safety seminars, vast www.GoldenWestRyln.org EAA Southeast Regional Fly-In assortments of vendors showcasing their Rocky Mountain EAA Regional Fly-In Middleton Reid Airport (GZH), Evergreen, AL products and services, anticipating 700 to Front Range Airport (FTG), Watkins, CO October 12-14, 2007 1000 attendees, speakers George D. "Pinky" June 23-24, 2007 www.SERFI.org Nelson, former NASA Astronaut and J.w. www.RMRFI.org "Corkey" FornoL movie stunt aviation character. Copperstate Regional EAA Fly-In COME SHARE THE ADVENTURE! www.txaa.org Arlington EAA Fly-In Casa Grande (Arizona) Municipal Airport (CGZ) MAY 4-6-Burlington, NC-Alamance County Arlington Municipal Airport (AWOl. Arlington, WA October 25-28, 2007 Airport (KBUY). VAA Chapter 3 Spring July 11-15, 2007 www.copperstate.org Fly-In. All classes welcome. BBQ on field www.NWEAA.org Fri. Evening, EAA judging all classes Sat., Banquet Sat. Nite. Info: Jim Wilson 843­ Airport (6G4) 48th Annual National the largest gathering of Vintage Travel Airs 753-7138 or [email protected] Waco Club Reunion . Check www. in recent times. Held in conjunction with the MAY 6-Lock Haven, PA-William T. Piper nationalwacoclub.com for more Northwest Antique Airplane Club Event. Info: Memorial Airport (LHV) Pancake Breakfast information and contact information. Or Bruce McElhoe 559-638-3746 Fly-In to Benefit Sentimental Journey Fly-In email/call Andy Heins, 937 313 5931 AUGUST 19-Brookfield, WI-Capitol Ai rport 8 am-12 pm. All you care to eat pancake [email protected] (02C). Ice Cream Social and vintage breakfast $5 Adults, $3 chi ldren under JUNE 30-Chetek, WI-The Chetek WI (Y23) Aircraft Display, VAA Chapter 11. Dean age 10. Piper Aviation Museum open for 9AM car show, craft fair and show, a London, 262-442-4622 tours. Call 570-893-4200 or 748-5123 for professional horse pull and a water ski SEPTEMBER I -Marion, IN-Marion more information. [email protected] www. show. Plenty of food and drink available Municipal Airport (MZZ). 17th Annual sentimentaljourneyfly-in.com throughout the day. For more info contact Fly-In Cruise-In. 7:00am until 2:00pm. MAY 19-5an Martin CA-Annual Wings of Chuck Harrison 715-456-8415 fixdent@ This annual event features antique, History Aircraft Museum and South County chibardun.net or Tim Knutson 715-237­ classic, homebuilt, ultralight and warbird Airport Fly-in and Open House. Food, old­ 2477 [email protected] aircraft as well as vintage cars, trucks , time tractors, airplanes, EAA Chapter 62 JULY 6-S-Alliance, Oh (2Dl)-Taylorcraft motorcycles, and tractors. An all-you-can­ Young Eagles flights and free museum and Ohio Aeronca Aviator's Fly-In. See the eat Pancake Breakfast is served , with tours. 8am-4pm. Peggy Jones, Event airplanes built in Alliance, OH & Middletown, all proceeds going to the local Marion Director, Wings of History Air Museum OH and the people that built them. Camping, High School Marching Band. www. [email protected] 831-663-6935 motels, food all day. [email protected] FlylnCruiseln.com Info: Ray Johnson MAY 20-Warwick, NY(N72)-EAA Chapter 330823-1168 [email protected] (765) 664-2588 or [email protected] 501 Annual Fly-In, 10:00 AM- 4:00 PM, all 216337-5643 http://www.oaafly-in.com. SEPTEMBER 2-Mondovi, WI-21st Annual classes welcome, Registration for judging see www.barberaircraft.com for airport Log Cabin Airport Ry-In. Doug Ward , Owner/ closes @1 :00 PM, food & beverages diagrams. Breakfast served Sat & Sun 7AM Operator, 715-287-4205. Lunch @ noon. available, for info:973-838-7485, 201­ to 11AM by EAA Chapter # 82 SEPTEMBER 8-Newark, Ohio-Newark­ 444-1524, or e-rnail flyin07@eaa501 .org AUGUST 5-Queen City, MO-Applegate Airport Heath Airport (VTA) Annual Fly-In/Drive-In MAY 3l-JUNE 2-Bartlesville, OK-Frank (15MO). 20th Annual Watermelon Ry-In & Breakfast "Pancakes and More, " Young Phillips Field (BVO). 21st Annual Biplane BBQ. 2pm 'til dark. Come and see grass roots Eagles Flights, Vintage Airplanes, Classic Expo. Info: Charlie Harris 918-622-8400 aviation at it's best. Info: 660-766-2644 Cars, Tom McFadden 740-587-2312; www.biplaneexpo.com AUGUST 5-Chetek, WI-Southworth email : [email protected] JUNE SolO-Union, IL-Poplar Grove Airport Municipal airport (Y23). BBQ Fly-In . SEPTEMBER 2l-22-Bartlesville, OK-Frank Army Wings and Wheels. Info Vintage 10:30am Warbird displays, antique and Phillips Field (BVO). 51st Annual Tulsa Wings & Wheels Museum 815-547-3115 unique airplanes, antique & collector car Regional Fl y-In . Antiques, Classics, Light Tom Murray hiwheel@sbcgloba/.net displays, and raffles for airplane rides. Sport, Warbirds, Forum, Type Clubs. JUNE l4-17-St. Louis, MO-Dauster Flying Procedes will be given to local charities. Info: Charlie Harris 918-622-8400 www. Field Creve Coeur Airport (lHO). American Info: Chuck Harrison - Office 715-924­ tulsaflyin.com Waco Club Fly-In . Info: Phil Coulson 269­ 4501, Cell 715-456-8415, fixdent@ OCTOBER 5-7-Camden, SC-Kershaw 624-6490 or [email protected] www. chibardun.net; Tim Knutson - Home County Airport (KC DN) . VAA Chapter 3 americanwacoclub.com 715-237-2477, Cell 651-308-2839, Fall Fly-In . All classes welcome . BBQ JUNE 20-23--Lock Haven, PA-William T. [email protected] on field Fri. Evening. EAA judging all Piper Memorial Airport (LHV) Sentirnental AUGUST IS-Forest Lake, MN-(25D)-Airport classes Sat. Banquet Sat. Nite. Info: Journey Fly-In. Family oriented fly-in Fly-in and Open House lOam - 4pm. 24­ Jim Wilson 843-753-7138 or eiwilson@ featuring antique and classic aircraft of hour gas and 24-hour grass: 3000-foot homexpressway. net all makes and models, especially PIPERS! 31/13. Forest Lake Lions serve brats, October 5-7-St. Louis, MO-Creve Coeur Seminars, vendors, food, camping, and corn-on-the-cob and ice cream. 100LL is Airport (lHO) The Monocoupe Club Fly-In & entertainment daily. Come for the day available John Schmidt EAA 250021 St. Reunion www.monocoupe.com or the week! Call 570-893-4200 or 748­ Paul , Minnesota 651 776 1717 October lO-l4-Tuliahoma, TN-"Beech 5123 for more information. j3cub@kcnet. AUGUST 17-l9--McMinnville, OR-25th Annual Birthday Party 2007" Staggerwing, org www.sentimentaljourneyfly-in.com West Coast Travel Air Reunion Come Celebrate Twin Beech 18, Bonanza, Baron, Beech JUNE 2l-24-Mt Vernon Ohio-Wynkoop the Rebirth of the Travel Ai r. Expected to be owners& enthusiasts. Info 931-455-1974 38 APR I L 2007 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION EAA's VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice· President Geoff Robison George Daubner Web Sites: www.vintageaircraft.org, www.airventure,org, www.eaa.org/memberbenefits 1521 E. MacGregor Dr. 2448 Lough Lane New Haven, IN 46774 Hartford, WI 53027 E-Mail: [email protected] 260·493·4724 262·673·5885 EAA and Division Membership Services Flying Start Program ...... 920-426-6847 cllie([email protected] vaa(lyboyCiVrnsn.coln 800-843·3612 ...... FAX 920·426-6761 Library Services/Research ...... 920-426-4848 Secretary Treasurer Steve Nesse Charles W. Harris (8:00 AM-7:00 PM Monday-Friday CSn Medical Questions ...... 920-426-6112 2009 Highland Ave. 7215 East 46th Sl. -New!renew memberships: EAA, Divisions Technical Counselors ...... 920-426-6864 Albert Lea, MN 56007 Tu lsa, OK 7414 7 507·373·1674 918·622·8400 (Vintage Aircraft Association, lAC, Warbirds), Young Eagles ...... 877-806·8902 stll('s(g'desk meaia.co11l [email protected] ational Association of Flight Instructors Benefits (NA FJ) AUA Vintage Insurance Plan .....800-727-3823 -Address changes EAA Aircraft Insurance Plan .....866-647-4322 DIRECTORS -Merchandise sales Term Life and Accidental ...... 800-241-6103 -Gift memberships Steve Bender Jeannie Hill Death Insurance (Harvey Watt & Company) 85 Brush Hill Road P.O. Box 328 EAA Platinum VISA Card ..800-853-5576 ext. 8884 Programs and Activities Sherborn, MA 01770 Harva rd, IL 600]3·0]28 EAA Aircraft Financing Plan .... 866-808-6040 EAA AirVenture Fax-On-Demand Directory 508·653·7557 815·943·7205 EAA Enterprise Rent-A·Car Program ss tlO@Comca st.llet dingJwo@o wc,lIel ...... 732-885-6711 ...... 877-GA1-ERAC Auto Fuel STCs ...... 920-426-4843 David Bennett Espie "Butch" Joyce Editorial ...... 920-426-4825 Build/restore information ...... 920-426·4821 375 Killeleer Ct 704 N. Regional Rd. VM Office ...... FAX 920-426-6865 Lincoln, CA 95648 Greensboro, NC 27409 Chapters: locating/organizing ....920-426-4876 9 16·645·8370 336·668·3650 antiqllcr@';I,reacll.com w;t1dsock(tiaol.com Education...... 888-322-3229 - EAA Air Academy EAA Aviation Foundation John Berendt Steve Krog - EAA Scholarships Artifact Donations ...... 920-426-48 77 7645 Echo Point Rd. 1002 Heather Ln. Cannon Falls, MN 55009 Hartford, WI 53027 Flight Advisors infonnation ...... 920-426-6864 Financial Support...... 800-236-1025 507·263·2414 262·966·7627 Flight Instructor infonnation .....920-426-6801 mjbfchfd@TcOl" ,ect. co ll1 sskrug@au[,(oltl

Dave Clark Robert D. "Bob" Lumley MEMBERSHIP INFORMATION 635 Vestal Lane 1265 South 124th 51. Plainfield, IN 46168 Brookfield, WI 53005 EAA lAC 317·839·4500 262·782·2633 Membership in the Experimental Aircraft Current EAA members may join the [email protected] lllmper@execpc. com ASSOCiation, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ John S. Copeland Gene Morris ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS 1A Deacon Street 5936 Steve Cou rt membership is an additional $10 annually. magazine for an additional $45 per year, Northborough, MA 0 I 532 Roanoke, TX 76262 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ 508·393·4775 8 17·491·9 110 copt'land l @ljullo.com gem:[email protected] is available at $23 annually. All major credit ICS magaZine and one year membership cards accepted for membership. (Add $16 for in the lAC Division is available for S55 Phil Coulson Dean Richardson Foreign Postage,) per year (SPORT AVIATION magazine 28415 Springbrook Dr. 1429 Kings Lynn Rd not included). (Add $18 for Foreign Lawton, M I 49065 Stoughton, WI 53589 269·624·6490 608·877·8485 EAA SPORT PILOT Postage) rco II{sol,516@cs.(om dllr(tf!aprilaire.col1l Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS Dale A. Gustafson S.H. "Wes" Schmid $20 per year. Current EAA members may join the EAA 7724 Shady Hills Dr. 2359 Lefeber Avenue Indianapolis, IN 46278 Wauwatosa, WI 53213 EAA Membership and EAA SPORT Warbirds of America Division and receive 317·293·4430 414·771· 1545 PILOT magazine is available for $40 per WARBIRDS magazine for an additional $45 dalefay('(tPmsll.cum shs(/[email protected] year (SPORT AVIATION magaZine not in­ per year. cluded). (Add $16 for Foreign Postage,) EAA Membership, WARBIRDS maga­ zine and one year membership in the DIRECTORS VINTAGE AIRCRAfT ASSOCIATION Warbirds Division is available for $55 per Current EAA members may join the year (SPORT AVIATION magazine not in­ EMERITUS Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage_) Gene Chase LE. " Buck" Hilbert VINTAGE AIRPLANE magazine for an ad­ 2 159 Ca rlton Hd. 8102 Leech Rd. Oshkosh, WI 54904 Union, IL 60 180 ditional $36 per year. FOREIGN MEMBERSHIPS 920·23 1·5002 815·923·4591 EAA Membership, VINTAGE AIRPLANE Please submit your remittance with a GRCHA@.'thartt'f.IJet [email protected] magazine and one year membership in the EAA check or draft drawn on a United States Ronald C. Fritz Vintage Aircraft Association is available for $46 bank payable in United States dollars. Add 15401 Sparta Ave. per year (SPORT AVIATION magaZine not in­ required Foreign Postage amount for each Kent City, MI 49330 cluded). (Add $7 for Foreign Postage,) membership. 616·678·5012 rFritz(t]lpathwaYllef,cum Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright ©2007 by the EAA Vintage Aircra~ Association, All rights reserved. VINTAGE AIRPLANE (USPS 062·750; ISSN 0091·6943) is published and owned exclusively by the EAA Vinlage Aircra~ Association of the EXperimental Aircra~ Association and is published monthly al EAA Avia· lion Center, 3000 Poberezny Rd. , PO Box 3086, Oshkosh, Wisconsin 54903·3086, e·mail: [email protected]. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $36 per year lor EAA members and $46 for non·EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at addilional mailing offices. POSTMASTER: Send address changes to Vintage Airplane. PO Box 3086, Oshkosh. WI 54903·3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54 , Windsor, ON N9A 6J5, e·mail: [email protected]. FOR· EIGN AND APO ADDRESSES - Please allow at least !WO monlhs lor delivery 01 VINTAGE AIRPLANE to foreign and APO addresses via surlace mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirety with the contributor. No remuneralion is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903·3086. Phone 920·426·4800. EM® and EM SPORT AVIATION®, the EM Logo® and Aeronautica™ are registered trademarks , trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

VINTAGE AIRPLANE 39 Imported for Skat Blast, this Your One STOP Quality Shop economical cabinet assembles in 2-3 hours. Connect air hose from your compressor and add 1-888-388-8803 Glass Beads or other abrasive. 1-780-447-5955 Aim trigger power gun (in­ Call Today For Our New Catalog Exhaust Systems cluded) at part and remove Carb Air Boxes rust and paint FAST! 22"d, 33'12'w, 22"h work area. Structural Assemblies 12" x 24" lens. Requires 7-20 Clamps & Hardware cfm @ 80 psi and shop vac. Round Engine Exhausts Engine Mounts Fuel Cells Heaters All Makes & Models www.acomwelding.com Flight Comes ~ALIVE!~ Something to buy, sell, or trade? Members get in FREE! Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface www.airventuremuseum.org lead-in on first line. Phone: (920) 426-4818 Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts . Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right /\1 RVENTURE 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 (c/[email protected] using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh , WI 54903-3086.

Airplane T-Shirts LET BRENCO HELP YOU GET YOUR IA 150 Different Airplanes Available CERTIFICATE-Brenco has a 25 year WE PROBABLY HAVE history of training A&P's to obtain their YOUR AIRPLANE! Inspection Authorization. Courses www.airplanetshirts.com are offered every year in Battle Creek 1 -800-645-7739 MI , Columbus OH, Kenosha WI and Rockford IL. Call 1-800-584-1392 for Flying wires available. 1994 pricing. additional information Visit www.flyingwires.com or call 800-517 -9278. CUSTOM PRINTED T-SHIRTS for your flying club, flight shop, museum. Free THERE'S JUST NOTHING LIKE IT samples. Call 1-800-645-7739 or 1­ ONTHEWEBH 828-654-9711 www.aviation-giftshop.com A Website with the Pilot in Mind (and those who love airplanes) BABBITT BEARING SERVICE - rod bearings,main bearings, bushings, master A&P I.A.: Annual, 100 hr. inspections. rods, valves, piston rings. Call us Toll Wayne Forshey 740-472-1481 Free 1-800-233-6934, e-mail ramremfg@ Ohio - statewide. ao/.com Website www.ramengine.com VINTAGE ENGINE MACHINE WORKS, www.aircraftnotes.com: Aircraft N. 604 FREYA ST., SPOKANE, WA 99202 review! Research and Contribute knowledge about aircraft. What kind 1946 C-140 3500TT, 450 TSMOH , Metal of experiences have been had by wings, many mods, paint 9, int 7, others with a specific aircraft? Add comm, atc/enc. $22.500.00 918-809­ your comments on aircraft here 5509 [email protected]

40 APRIL 2007