•The Waco CSO •Helio Couriers at AV 2017 •Textbook Tri-Pacer •Model 17 Staggerwings •Callair Cadet

MAY/JUNE 2018

•The Waco CSO •Helio Couriers at AV 2017 •Textbook Tri-Pacer •Model 17 Staggerwings •CallAir Cadet

Vintage Airplane STAFF EAA Publisher/Chairman of the Board ...... Jack J. Pelton

Editor ...... Jim Busha Message From the President ...... [email protected] VAA Executive Administrator. Jan Johnson SUSAN DUSENBURY 920-426-6110...... [email protected] VAA PRESIDENT Art Director...... Olivia Phillip Trabbold ADVERTISING: Vice President of Business Development Dave Chaimson. . . . . [email protected]

Advertising Manager History lesson Sue Anderson...... [email protected]

VAA, PO Box 3086, Oshkosh, WI 54903 Website: www.vintageaircraft.org A few months back a survey was sent to the VAA membership via Email: [email protected] e-mail. Thanks so much to all of you who took the time to contribute to this very important survey. As an aside, the average time that it VISIT took for more than 2,000 of you to complete this survey was 8.3 min- www.vintageaircraft.org utes. I particularly appreciate the comments and suggestions made for the latest in information and news and for the electronic newsletter: by so many of you. Vintage AirMail From a statistical perspective, responses were returned from 48 states, Puerto Rico, and 13 other countries, including six Canadian provinces and three Australian states. Ninety-three percent of you VINTAGE AIRCRAFT ASSOCIATION agree with our formal mission statement, and 88 percent of you Current EAA members may join the Vintage think that we are meeting the goals of our mission. Aircraft Association and receive VINTAGE AIR- Ninety-seven percent of you agree that VAA’s mission and work PLANE magazine for an additional $45/year. to preserve the rights of vintage aircraft restorers and their right to EAA Membership, VINTAGE AIRPLANE keep these aircraft flying is of major importance. Two demograph- magazine and one-year membership in the ics that I find particularly interesting are that 70 percent of us hold a EAA Vintage Aircraft Association are available tailwheel endorsement and 87 percent of us have attended EAA Air- for $55 per year (SPORT AVIATION magazine not Venture Oshkosh at least once! included). (Add $7 for International Postage.) As you can well imagine, there were hundreds of personal comments included with the multiple-choice selections, which we are FOREIGN MEMBERSHIPS now in the process of collating and analyzing. The Vintage board of Please submit your remittance with a directors will begin a detailed survey review at our next board meet- check or draft drawn on a United States ing in May. Again, thank you so much for participating. bank payable in United States dollars. Add Recently, I made the final drive to Jack and Golda Cox’s home in required Foreign Postage amount for each Asheboro, North Carolina, to retrieve the remaining items from their membership. estate that have been donated to the Vintage Aircraft Association by the Cox family. Included in the donation was all of Jack’s research Membership Service material and files. I took the time to look through some of the files (I PO Box 3086 did not go through them all: There are five four-drawer filing cabi- Oshkosh, WI 54903-3086 nets of donated material!), and I almost unbelievably found two files Monday–Friday, 8:00 AM—6:00 PM CST Join/Renew 800-564-6322 with the original paperwork (correspondence, drawings, etc.) that [email protected] led to the formation of the Vintage Aircraft Association. Of course, we all know that at its formation the name of our organization was the EAA AirVenture Oshkosh www.eaa.org/airventure Antique/Classic Division of EAA. What most don’t know is that sev- 888-322-4636 continued on page 4 www.vintageaircraft.org 1 Vol. 46, No. 3 CONTENTS MAY/JUNE 2018 8 VAA 2018 Director Election 44 Sleek & Splectacular The Beechcraft Model 17 Staggerwings 16 by Sparky Barnes Sargent One Rugged Yet Regal Golden Age Survivor The Waco CSO by Sparky Barnes Sargent 53 My CallAir Cadet Why I decided to throw money in the air 24 by Alex Nelon Helio Couriers Desend (Slowly) on AirVenture 2017 A reunion of a rare STOL aircraft by Budd Davisson 30 Tigers in a Cage A brief history of Helio C/STOL aircraft by Stephen A. Ruby 36 Textbook Tri-Pacer They don’t come any more original by Budd Davisson

SCOTT GERMAIN

ANY COMMENTS? For missing or replacement magazines, or any other mem- Send your thoughts to the bership-related questions, please Vintage Editor at: jbusha@ call EAA Member Services at eaa.org 800-JOIN-EAA (564-6322). 2 MAY/JUNE 2018 COLUMNS 14 Good Old Days MAY/JUNE 2018 1 Message From the President History Lesson 60 The Vintage Mechanic Susan Dusenbury Part One: Maintenance and troubleshooting – ignition systems 4 VAA News Robert G. Lock

10 How to? 64 VAA New Members Fabricate a wood wing bow Robert G. Lock

COVERS FRONT COVER: Photo by Ed HIcks BACK COVER: Photo by Tom Pawlesh

www.vintageaircraft.org 3 Message From VAA News the President WERE YOU BORN TO BE A BARNSTORMER? continued from page 1 eral names for the organization were considered, including the Histori- cal Aircraft Club and Vintage Aircraft Club. Also in the files were rudimen- tary hand drawings of potential logos for the organization. In the end, it was TM Jack’s rendering of a logo that was ac- The American Barnstormers Tour proudly announces the pilots joining cepted by the group. Jack, by the way, us with their fabulous Travel Air biplanes for the 2018 summer tour: created many of the early logos for EAA and the divisions. The donation MIKE RINKER - 1932 Travel Air B-14-B - Tennessee - Wright 975- This was also included the notes and minutes for one of two built in 1932 due to the Depression, with a top speed of 187 both the organizational meeting that mph. Mike is an ATP rated pilot with more than 12,000 hours. was held in November 1971 and for the CLAY ADAMS - 1929 Travel Air E-4000 — Minnesota - Clay Adams was born first board meeting, which was held in 1959, which he claims was about 50 years too late. in February 1972. Dave Jameson was JARED CALVERT - 1927 Travel Air 4000 — Texas - Jared Calvert purchased his elected as “provisional” president of Travel Air 4000 at age 28 in 2015. the new organization in November of 1971 and served officially as president DAVID MARS - 1929 Travel Air 4000— Mississippi - Mars has 15,000 flight hours and has been selling rides in vintage aircraft — he has six — since at the February 1972 board meeting. the 1970s. Newly elected Antique/Classic board member Nick Rezich devised a point FRANK SCHELLING - 1928 Travel Air 4000 — California - Frank’s main interest system for aircraft judging. Jack also has always been airplanes. He purchased a Curtiss JN-4H “Jenny” in 1972 preserved all of Nick’s original judging and completed it in 2003. forms and criteria in the folders. This ROB LOCK - 1929 Travel Air E-4000 — Florida - Rob is the owner/pilot/ is just a small sample of the informa- restorer/mechanic of Waldo Wright’s Flying Service, founded in 1990 with tion that I found in those two files. Our the goal of “Reliving the Golden Age of Aviation.” plan is to have copies made and framed BRIAN SHEPHERD - 1929 Travel Air B-4000 - California - After 30 years in of some of this material for display in the music business, Brian finally gave in to his real passion, which was the VAA Red Barn. flying. I will close by quoting a paragraph RICHARD ZEILER - 1929 Travel Air D-4-D (TWO) - California - Lycoming from the February 1972 meeting of our R-680-13- Richard is a retired U.S. Army lieutenant colonel who flew an newly formed organization. “Still robust O-1E Birddog in Vietnam in 1968 and 1969. and ramrod straight, Capt. Eddie made his entrance amid a standing ovation, PEDRO LANGTON - 1928 Travel Air E-4000 - California - Pedro was the win- his famed wide-brimmed felt hat firmly ner of the Crete to Cape Town South Africa Rally in 2016. in hand — a rare and inspiring glimpse THOMAS LEAVER - 1928 Travel Air D-4000 - England - The Barnstormers of an aviation immortal.” This was thank Tom for bringing his lovely ship back to the U.S. for this memo- World War I fighter ace and Medal of rable tour. Honor and Distinguished Service Cross Tour stops include: Jefferson City, Missouri (July 5-7), Ames, Iowa (July recipient Capt. Eddie Rickenbacker, 8-10), Watertown, South Dakota (July 12-14), Brainerd, Minnesota (July who very famously flew for the 94th 15-17), Eau Claire, Wisconsin (July 19-21), and will conclude at the 2018 EAA Aero Squadron also known as the Hat in AirVenture in Oshkosh, WI (group arrival July 22-static displays only). the Ring squadron in WWI. Capt. Ed- National sponsors of the tour include Concorde Battery, Aircraft Spruce die was also the first CEO of Eastern Air and Specialty, Desser Tire, David Clark, Gulf Coast Avionics, PolyFiber, Phil- Lines. Now how special is that! lips 66, the Beechcraft Heritage Museum, and Hooker Harness. 4 MAY/JUNE 2018 CALL FOR VINTAGE AIRCRAFT ASSOCIATION

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

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

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame, nominations for the honor are kept on file for three years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Jan Johnson VAA PO Box 3086 Oshkosh, WI 54903 E-mail: [email protected] Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted. •Name of person nominated. •Address and phone number of nominee. •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. •Address and phone of nominee’s closest living relative. •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fields in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.

www.vintageaircraft.org 5 TM CONNOR MADISON CONNOR Friends of the RED BARN 2018 In the fall of 2001, two of the Vintage Aircraft Association’s most effective officers created a program with the goal of having dedicated members support improvements to the Red Barn and all that the Red Barn represents. These two individuals were then- president Butch Joyce and VAA treasurer Charlie Harris. The idea behind the program not only included physical improvements to the Red Barn, but Ialso offered a means to support and expand VAA’s programs for members and their guests during the EAA convention. Over the years the Friends of the Red Barn has CONNOR MADISON CONNOR enjoyed a high level of success, which has allowed us to This is the new north entrance to our iconic Red make much-needed structural repairs to the Red Barn Barn. At the opening of AirVenture 2017 we re- itself while developing and expanding programs for dedicated our expanded Welcome Center and also our guests at Vintage Village. As our flagship building, dedicated the Stadtmueller Patio to the original the Red Barn has served us well as a meeting place family who farmed this land for over a century. where old friends meet to renew their friendship and as a gathering place where you are certain to make new friends. The Red Barn is the home to Vintage hospitality and now houses an area depicting the very interesting history of the Red Barn. New to the Red Barn in 2018 will be a tribute to our Hall of Fame inductees and to those individuals who were so instrumental in the founding and early success of our organization. Interestingly, a large majority of the Red Barn’s supporters have been involved since the very first year of the Friends of the Red Barn program. Vintage is extremely proud of these dedicated members and supporters. They are at the very foundation of what we are working towards in the vintage aircraft movement. These donors are directly responsible for the Friends of the Red Barn’s success and for making the Red Barn the focal point of Vintage Village, with all of the gracious hospitality that the Red Barn is so famous for. We are very proud of the fact that this VAA treasure — the Red Barn — was member created and is member maintained, principally through our Friends of the Red Barn fundraiser program. Our Vintage area has over the years grown from one dilapidated and abandoned barn into an entire village filled with interesting and fun places to visit. And yet, there is much, much more to be done. With your help, every year we will provide our members and guests with an ever more broadened fun-filled and interesting experience. All of the supporters’ names are listed annually at the Red Barn and in the pages of Vintage Airplane magazine. Please stand tall and join us in Friends of the Red Barn. You will be forever proud and happy that you did. Susan Dusenbury, President Vintage Aircraft Association

6 MAY/JUNE 2018 Donor Special Access to A “6-Pack” Two Passes Breakfast at Tri-Motor OR Two Tickets Close Special Two Appreciation FORB Air-Conditioned of Cold to VAA Tall Pines Helicopter to VAA Picnic Auto Air Show Weekly CONTRIBUTION Certificate Badge Volunteer Bottled Volunteer Café Ride Parking Seating Wristbands LEVELS ↓ Center Water! Party Certificate DIAMOND PLUS 2 people, 2 tickets Full week 2 people, 2 people, X X X X X X $1,500 & higher full week full week full week DIAMOND 2 people, 2 tickets Full week 2 people, X X X X X X $1,000 - $1,499 full week 1 day PLATINUM 2 people, 1 ticket 2 days X X X X X X $750 - $999 full week GOLD 1 person, 1 ticket X X X X X $500 - $749 full week SILVER X X X X X $250 - $499 BRONZE PLUS X X X X $150 - $249 BRONZE X X X $100 - $149 LOYAL SUPPORTER X $99 and under

STEVE MOYER

# Choose your level of participation: o Diamond Plus ($1,500 or more) 2018 TM o Diamond ($1,000-$1,499) o Platinum ($750-$999) Name: ______EAA #: VAA #:______o Gold ($500-$749) o Silver ($250-$499) Address:______o Bronze Plus ($150-$249) o Bronze ($100-$149) o Loyal Supporter ($99 or less) City: ______State: ZIP:______

Badge Information (for Bronze Level and above) Phone:______E-mail: o Yes, prepare my name badge to read: o Payment enclosed (Make checks payable to Vintage Aircraft Association) ______(Please print name) o Please charge my credit card for the amount of: $ o No, I do not need a badge this year. Credit Card Number: Certificates Expiration Date: o Yes, I would like a certificate. Signature: o No, I do not need a certificate for this year.

Vintage Aircraft Association | 3000 Poberezny Rd., Oshkosh, WI 54902 | 920.426.6110 | EAAVintage.org The Vintage Aircraft Association is a nonprofit educational organization under IRS 501(c)(3) rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons. www.vintageaircraft.org 7 VAA 2018 Director Election See attached insert ballot to vote

Susan Dusenbury, Vintage 5721 him the Navion. Steve soon earned his private pilot Susan is a longtime vintage certificate and began attending the EAA fly-in conven- aircraft enthusiast, Vintage Air- tions in Rockford, Illinois. It was during his first fly-in craft Association member, and at Rockford that Steve joined EAA, never dreaming chapter leader. She began fly- that 51 years later he would still be attending that same ing at the age of 15 on a private fly-in, which, of course, has moved to Oshkosh. airport called Overton Field Steve is a member of VAA Chapter 13 and over located near her shared home- the years has held several officer positions, includ- towns of Andrews and Pawleys ing president, vice president, secretary, and treasurer. Island, South Carolina, and Steve is also an active member of the Carolinas-Vir- earned her private pilot cer- ginia Antique Airplane Foundation (VAA Chapter 3). tificate during her senior year in high school. She is a He is a longtime volunteer for VAA at EAA Oshkosh graduate of Francis Marion University with a Bachelor AirVenture where he started the VAA metal shaping of Science in business administration and a graduate of workshop in the mid-1990s. Steve currently serves as Florence-Darlington Technical College with a degree chairman of the Tall Pines Café and has been serving in aircraft maintenance technology. While in college, as the organization’s secretary since 1991. Susan earned her commercial, multiengine, instru- ment, flight instructor, and A&P mechanic certificates. Dan Knutson, Vintage 18753 Susan is a longtime EAA and VAA member and Dan, a pilot of 44 years, lives volunteer and is president of the Carolinas-Virginia in Lodi, Wisconsin. He can Antique Airplane Foundation (VAA Chapter 3). She often be found either flying or served on the national EAA board of directors as a vol- enjoying an airport picnic at unteer director for 20 years and recently retired from Knutson Field, which is named ABX Air (formerly Airborne Freight Corporation) after his father, Vintage Aircraft after flying 25 years of night freight. She has owned Association Hall of Fame in- and/or restored several vintage airplanes, including ductee Richard Knutson. an Aeronca 7AC Champ, a Luscombe 8A, an Inland Dan is an accomplished pilot Sport, and a Culver Cadet. Susan now owns and flies a and has participated in the res- 1953 Cessna 180 from her farm and airport, Dusenbury toration of 22 airplanes, nine of which he still owns. Field, located in Walnut Cove, North Carolina. She Since getting his pilot certificate in 1973, he has en- is currently working on her 1937 Taylor J-2 Cub and joyed studying and owning vintage airplanes. He also Stinson SR-6 Reliant. owns and restores collector automobiles. Dan has worked in the automotive industry for 47 Steve Nesse, Vintage 6490 years. He started out washing cars in high school and Steve grew up on a farm now is a partner in two Chrysler/Dodge/Ram/Jeep near his hometown of Al- dealerships and works in one of the largest dealer bert Lea, Minnesota. It was groups in the state of Wisconsin. His role includes there that his father, Luverne, inventory management, purchasing, and employee sparked Steve’s interest in air- supervision. planes when he bought and Through the years he has appreciated making life- brought home a 1946 Navion. long friends through aviation. Dan has a passion for Steve immediately developed vintage airplanes and would be grateful for the oppor- a deep interest in aviation and tunity to serve the members of the Vintage Airplane talked his father into selling Association. 8 MAY/JUNE 2018 Joe Norris, Vintage Lifetime 5982 As a volunteer since 1984, Bob has designed and Joe earned his private pilot managed the construction of additions to the iconic certificate in 1978 and bought VAA Red Barn, the Vintage Hangar, and other Vintage his first airplane in 1979 — a area buildings. For years, Bob also managed the Red 1955 Piper Tri-Pacer. He flew Barn gift shop. Bob was also a volunteer at Pioneer it for about a year and then Airport, participating in its Young Eagles program converted it to PA-20 Pacer with more than 300 missions. He serves as Santa for (tailwheel) configuration. Dur- the EAA Aviation Museum Christmas In The Air pro- ing this time Joe helped form gram and is on the Vintage nominating committee. EAA Chapter 706 in Wisconsin Bob currently serves as chairman of Vintage Pioneer Rapids, Wisconsin. Over time Video during AirVenture. In 2009, Bob was a recipient Joe has earned commercial pilot and flight instruc- of EAA’s President’s Award. tor certificates with airplane and helicopter ratings, as well an A&P mechanic certificate with inspection Jon Goldenbaum, Vintage 15278 authorization. Joe is also a designated airworthiness Jon grew up in Texas and representative for experimental amateur-built and earned his private pilot cer- light-sport aircraft. tificate at age 17, exchanging Joe joined EAA in 1976 and became a lifetime mem- work for flying time as a line ber in 2002. He is also a lifetime member of VAA. boy. At 19, he was a professional Joe has been actively involved with EAA, serving as a pilot working to put himself technical counselor and flight advisor, and has been through the University of Texas an officer in two EAA chapters. Joe has volunteered instructing and flying charter. at the EAA convention for many years, and was one of In 1968, he joined the Air Force, the five original members of the EAA Homebuilt Air- where he spent 20 years flying craft Council. fighters through two tours in Vietnam — one in the A-1 In October of 2001 Joe was hired as a senior avia- Skyraider as a Sandy pilot and another in the OV-10 as tion specialist in EAA’s aviation services department.In a Nail FAC — accumulating 608 combat hours, a Dis- 2008 EAA created the position of homebuilders com- tinguished Flying Cross, and 11 Air Medals. In the rest munity manager, and Joe was selected to fill that role. of his military career he flew T-38s (Laughlin Air Force Joe left EAA in 2011 to work as a flight instructor at Base), F-111s (Upper Heyford), F-5Es (Nellis and Alcon- Cub Air Flight in Hartford, Wisconsin, and then helped bury), and F-15s (Langley AFB). He also commanded set up the transition training program at Sonex Aircraft the 71st Tactical Fighter Squadron (F-15s). While on in Oshkosh. Joe rejoined EAA in 2017 as flight training active duty, he could not stay away from general avia- manager, overseeing the Sport Pilot Academy program. tion, so he owned and maintained a J-3 Cub, a BC-12D Joe has owned several vintage aircraft over the Taylorcraft, and a Stinson 108-3. After promotion to years, including the aforementioned Piper Pacer, a colonel, he retired from the Air Force to join Delta Cessna 180, a Piper J-5A Cub Cruiser, and a Waco Air Lines in Atlanta. With Delta he flew B-727s, 737s, UPF-7. Joe built and flew a Sonerai II homebuilt and 757s, L-1011s, and the MD-11. While flying for Delta, also owned a homebuilt Pitts S-1C. He currently owns he became involved in aircraft businesses, specifically a Piper Super Cub. manufacturing and distributing fabric and coatings for antique aircraft and warbirds. He moved to California Robert “Bob” Lumley, Vintage Lifetime 6560 in 1992 after he and his partners bought the Stits fac- A native of Athens, Georgia, tory at Flabob Airport in Riverside. After several merg- Bob retired as vice president of ers, he is still running Consolidated Aircraft Coatings, a Milwaukee-based construc- manufacturing Poly-Fiber, Ceconite, and Randolph tion firm. He soloed in 1968 in fabric covering systems. He is also the chairman of a Piper PA-11 and holds a com- the Tom Wathen Center, which runs Flabob Airport. mercial pilot certificate. Bob He stays active flying and instructing in a multitude of is a lifetime member of EAA aircraft, including warbirds for the Palm Springs Air and VAA. He’s also a charter Museum, several DC-3s and C-47s, as well as his Navy member of VAA Chapter 11 in N3N-3. Fifteen years ago he organized the nonprofit Brookfield, Wisconsin. that operates the DC-3 Flabob Express. www.vintageaircraft.org 9 How to?

ROBERT G. LOCK

Fabricate a wood wing bow

A wing bow is actually a lamination of spruce wood, although some factory wing bows were made of steamed oak — pretty difficult to duplicate. Wood laminations are a series of thin strips piled together, formed and glued, thus taking a predetermined shape. Laminations are used to fabricate fuselage bulkheads or any other part that requires an intricate shape. When restoring my Command-Aire, I was faced with laminating wing bows for both upper and lower wings. But the task was not as easy as it ap- peared, as the wing bows’ curve was not flat but rather followed the wing ribs’ negative camber. Forming these bows would require that I fabricate Figure 1 a complicated fixture to hold the laminations in a precise shape. I surmised that the original factory really did not do this. I decided to disassemble a wing bow on an old wing. Finding nails in each lamination, I soon discovered that each wing bow was actually fabricated on the fully assembled wing, which made good sense. So here is how it was done. First, when cutting strips of spruce for the lamination, plan on using just one piece of solid wood per bow. That way the moisture content will be the same in each lamination. It is important that laminations be within 2 percent moisture content with each other; therefore, I make sure that all strips are cut from the same piece of wood. I have found that 1/8-inch-thick strips can be bent into shape without soaking, so that is what I use. Soaking the strips to ac- complish bending changes the moisture content of Figure 2 10 MAY/JUNE 2018 the wood, and there is a delay in gluing because said Figure 4 shows the wing bow lamination cured strips must thoroughly dry before bonding. In Fig- and removed from the wing. The bow looks like a ure 1, the spar ends are left square rather than being flat lamination, but it has a curvature to follow the tapered so two nails could be driven into the spars negative camber of the wing ribs. When removed, to hold laminations in place. The first lamination is there should be no spring-back in the lamination. in place, clamped to the leading and trailing edges. At this point the spar ends can be tapered to the de- Both surfaces must be coated with adhesive, and sired configuration after removing the four nails. then the next lamination will be laid in place. It is always necessary to use more adhesive on

Figure 3 Figure 5 The next lamination is laid in place, and the laminations continued until the desired thickness is reached. the strips so it will be squeezed out when clamps Figure 2 shows the first lamination coated with glue are applied. Figure 5 shows glue on the shop floor in preparation to receive the next spruce strip. under the lamination, assuring that there was, in After the strips are built up, the lamination is fact, excess adhesive squeezed out. securely clamped for a good adhesive cure, which After the wing bow has been cleaned of any is overnight. Figure 3 shows a number of small C- waxed paper that may have been used to keep it clamps applying pressure to the structure. After allowing the wing bow to thoroughly cure (be sure to observe the minimum curing temperature for the adhesive being used, as this temperature will vary

Figure 6 from sticking to the structure, it is carefully fitted to the wingtip, care taken to assure proper fit. Figure 6 shows the wing bow glued to the wing structure. Figure 4 Figure 6 shows the first step in initial shaping of between adhesives). Synthetic resin glue (Resorcinol) the bow using a hand plane. The plane will take off requires a minimum curing temperature of 70 de- wood at a rapid rate with less sanding dust than using grees, while some epoxy resins will still cure at a tem- a disc sander. However, once the bow has been rough- perature of 50 degrees. I never allow temperature to shaped, the next step will be to carefully sand using a drop below 70 degrees no matter what type adhesive I 6-inch disc sander. Care must be taken not to remove am using, which is a good rule to follow. too much material, as this mistake is difficult to repair. www.vintageaircraft.org 11 Figure 7 shows the intermediate sanding step. Note that the spar ends are tapered before the wing bow is glued in place. It is just easier to cut, plane, and sand the spar taper before the bow is in place. The final sanding is done by hand using emery paper strips as shown in Figure 8. After this final sanding is completed, the wing bow is essentially completed. However, plywood gussets must be installed over the spars and onto the bow to assure Figure 7 strength of assembly. Negative camber of wing ribs can easily be seen in this photo. Figure 9 shows the wing bow in place with all ribs in place and triangular gussets brac- ing the bow at critical attach points. The plywood gussets bridging the spars and ribs to the bow have not been installed at this point, as is the plywood leading edge. I’ll show that in another column.

Figure 8

Figure 9

12 MAY/JUNE 2018 It doesn’t matter what you see; you just have to see it for yourself. EXPERIENCE OSHKOSH World’s Greatest Aviation Celebration®

JULY 23-29 BUY NOW & SAVE! EAA.org/Experience

From pages of what was . . . Take a quick look through history by enjoying images pulled from publications past.

14 MAY/JUNE 2018

One Rugged Yet Regal Golden Age

Survivor ED HICKS

16 MAY/JUNE 2018 Regal Golden Age

The Waco CSO by Sparky Barnes Sargent

Surrounded by a circle of ardent ad- airways, waterways, and snow-covered mirers at EAA AirVenture Oshkosh 2017, fields since 1930. NC656N effused a rugged yet regal aura Justin, who has an affinity for vin- as current owner Justin Niemyjski, Vin- tage-type airplanes (as evidenced by tage 31218, and previous owner Larry his 1946 Twin Beech), bought the Waco Harmacinski, Vintage Lifetime 11740, in early 2017 from the estate of anti- regaled the crowd at Vintage in Review quer Bob Howie, who in turn had pur- with the grand old biplane’s history. One chased it from Larry in January 2006. of only five Waco CSOs listed on the reg- Justin inherited his love for flying istry today, this glistening emerald-and- from his father, and has already passed gold biplane has alternately plied the that along to his son, Trevor. “I’ve been

www.vintageaircraft.org 17 SPARKY BARNES SARGENT BARNES SPARKY Close-up view of the pilot’s cockpit – note the Justin removed the tailskid and installed a tail rudder bar. wheel to fly in to AirVenture. at Oshkosh every year of my life,” 760-E1. “It’s supercharged to 285 the Waco’s narrow gear. The me- he explained. “I’m 42 and had hp,” Justin said. “This engine had chanical brakes, however, offered my first lesson at 23. Then, about 11-1/2 hours on it when I bought a bit of a challenge. “That’s one of 11 months later I purchased my the plane; it was overhauled by the most difficult parts of the air- Piper Pacer, got my [certificate] Mike Connors, and he’s the Wright plane,” Justin said. “The brakes a week later, then my tailwheel guru. I’m fortunate to have that en- are very touchy and grabby; endorsement a week after that. I gine because it doesn’t use oil, and they’re either on or off. This air- have just under 2,000 hours and it’s just been perfect.” plane has a rudder bar [instead of almost all of that is tailwheel. Justin couldn’t be more pedals], and there are ‘arms’ stick- Trevor is 24, and he just finished pleased with the CSO’s handling ing off the rudder bar that operate his third airplane restoration. We characteristics. the heel brakes, which is also awk- have a 2,600-foot strip at home “It’s a very easy and nice flying ward. It’s easy to fly from grass, in Raymond, just southwest of airplane,” he said. “I had to have but I would say that pavement is a Milwaukee.” the tail wheel on it to come to Os- little more interesting!” hkosh, but it’s really a joy to fly on Since Justin has plans to acquire Wright-Powered Waco the tailskid — it’s almost easier. his seaplane rating, he’s hanging The CSO is a three-place bi- This airplane is fun to fly! It stalls on to the old EDO floats that came plane with outrigger-style landing down around 40 mph, and I’ll fly with the biplane. “When this Waco gear, and it can be flown on wheels, the pattern at 70 mph, come on is flying on those floats, they are skis, or floats. Powered by a 225- short final at 60 mph. It’s a heavy the oldest known set of flying EDO hp Wright J-6 R-760, it was known airplane and settles down at the floats. They’ve been with this air- early on as the CS-225 or J-6 upper 40s or 50s. It cruises at 90 plane since brand new,” he said. Straightwing. About 17 were built, mph — not super fast, and not ter- “It also has polished aluminum according to aircraft historian Jo- ribly slow. If you fly just a little over wheelpants and a speed ring.” seph Juptner, who wrote that the 100 mph those flying wires start Larry said that particular speed CSO “shared all the other fine at- screaming! That’s what everybody ring has an interesting history. tributes and pleasant character always says about these old air- “The data plate calls it an ‘anti- that made the Whirlwind Waco planes — just listen to the wires, drag cowl,’ which incidentally had such a great favorite. Repeating its and they’ll tell you when to slow been on NC11211, a Mike Murphy performance of a year previous, down. The Wright burns 14.5 gph, Taperwing Waco, which was re- Waco Aircraft entered two of their and this Waco has a 63-gallon main stored by Bud Kilbey and flown by new model CSO in the grueling tank and two 15-gallon tanks in the the Linco Aces Team,” he said. 5,000-mile National Air Tour for center section of the upper wing.” 1929, and they finished one-two.” Accustomed to flying an air- Provenance Eighty-eight years later, plane with narrow gear (such The biplane’s history is, of NC656N still has Wright power, as his son’s Monocoupe), Jus- course, only partially revealed by but it’s now a more robust R- tin found it easy to transition to the official registration and air- 18 MAY/JUNE 2018 COURTESY LARRY HARMACINSKI LARRY COURTESY The Waco when owned by Seaplane Airways in Larry and Ilse at Hamilton Lake, Indiana, return- the 1940s. ing from the Adirondacks. worthiness records. But thanks wings and tail group, and new hunters to outlying lakes were to Larry, this Waco’s provenance center section wires and a speed quite popular. The Straightwing has not only been well preserved, ring were installed. Soon there- was also used for something a but it’s also been brought to liv- after, Robert sold it to Air Service bit unusual — aerial fish planting legacy status. After research- Inc. of Daytona — of which he, ing. One or two pilots were said ing the history and original logs, along with Stanley Strother and to have returned from Canada Larry and his wife, Ilse, who is Paul W. Harvey, were officers. with adult beverages on occasion also a pilot, made numerous trips during the last year of Prohibi- back to the Adirondacks where North to New York tion. Around this time a young the Waco seaplane served the The CSO flew to North Beach man named Johnny Knox began community for three decades. in the Queens borough of New working odd jobs at the camp and One of those local residents, Don York City in 1931. It was seren- earning flights in the CSO. Leadley, helped the Harmacins- dipitous timing and had a pro- In October 1934, Bill Abrams kis connect with many of the for- found influence on the Waco’s sold the Waco to William R. mer pilots and people who well future. It just so happened that Strong of Lake Pleasant, New remembered seeing NC656N in New Yorker William B. Abrams York. The next year, the CSO was its glory days. (Ergo, much of the had established a “resort” camp disassembled and restored, and material for this article comes on the shore of Piseco Lake near in 1936, a 250-hp Wright was from Larry’s personal research, Speculator, New York. Ameni- installed. Local pilot Charles J. which he has generously shared.) ties included camping cabins, Smith was busy flying the CSO, carousel rides, fishing, baseball, taking rangers, fishermen, and South to Florida and rides in a Travel Air on pon- hunters to the outlying lakes, as NC656N was manufactured toons. But vandals set the Travel well as continuing with the suc- by the Waco Aircraft Company Air on fire one summer night, and cessful aerial fish planting. in Troy, Ohio. It was completed Bill found himself in need of a February 10, 1930, and was soon seaplane. When he heard about winging its way south to its first NC656N, he lost no time in pro- owner, Robert W. Orrell of Day- curing it. Pilot H.E. Merchant de- tona Beach, Florida. Robert in- livered the CSO to Bill, and stayed stalled a set of new EDO M-2665 on to fly rides for a few months. pontoons on the airplane for Larry’s research turned up the a short period of time. By mid- following: Other pilots included May 1931, he decided to do some Red Panella, Rip Strong, Har- long-distance sport flying, so he old Scott, and Harold Campbell, HARMACINSKI LARRY COURTESY converted the CSO back to a land- and the Waco flew frequently for Pilot Merrill Phoenix in the late plane. At that time, a bit of touch- a couple of seasons. Rides and 1930s with a load of two deer up work was done on the lower charter trips for fishermen and on West Canada Lake. www.vintageaircraft.org 19 SPARKY BARNES SARGENT BARNES SPARKY (L-R) Some of the Niemyjski family members at On golden wings … NC656N has a cherished his- AirVenture: Lucas, Melayna, Jody, Kaden, Justin, torical legacy. and Colton. Charlie was also buddies with York, became the new owner of enough air to turn the Wright local pioneering seaplane bush NC656N. William Dunlop was over — NC656N was ready to fly! pilots, including Merrill Phoenix president, Charlie was secretary/ and Holland “Dutch” Redfield. treasurer, and young Johnny was Changing Hands One day, Charlie gave Dutch a ride a silent partner. NC656N under- In 1951, Seaplane Airways sold in NC656N; it was a flight that was went a significant airframe res- the Straightwing to William Nor- long remembered. In early 2000, toration and a new engine was thup of Round Lake, New York. Dutch responded to a letter from installed that May. Around that time, the engine re- Larry, sharing highlights of his as- Larry’s research revealed that ceived a top overhaul, a new nose sociation with NC656N. “I got to Seaplane Airways used the Waco cowl, and an exhaust collector fly this airplane once [on May 5, to “haul supplies for several state ring. In 1954, William sold the 1936],” he wrote. “Charlie Smith conservation department proj- ship to John Bartell of Albany, gave me a couple of landings on ects, including loads of lumber New York. John sold it the next Onondaga Lake near Syracuse, and concrete mix to build ranger year to Edward Woch and Ly- just before we put my own Waco stations, as well as food and sup- mand Farr of Utica, New York. [F-2] on floats for the summer.” plies for the workers. Various en- Lymand based the Waco at White Dutch went on to praise the tries in the Waco’s old logbooks Lake and flew it for years. CSO. “The CSO is probably the easily stir one’s imagination: ‘Load In January 1964, the CSO once best-performing seaplane ever of Hay and Oats for horse,’ ‘First again changed hands, and its new built,” he wrote. “It is a powerful ship on Lewey Lake,’ ‘Fire fighters owners — Dean Flansberg, Wil- airplane that can be forced into to Beaver Lake,’ and ‘1,000 pounds liam Weakley, Gordon Clark, and the air at unbelievable attitudes groceries Spruce Lake.’” Dominick DeLucia of Poland, and angles of attack and low air- Another flight stands out simply New York — devoted their time speeds. … I never thought of the because of the passenger: heavy- to bringing the biplane back to airplane as a nimble airplane. I weight boxing champion Max airworthy status. thought of it as a rugged, power- Schmeling, who held the world It was ready to fly by August, ful airplane that could be fright- title in the early 1930s. Schmel- but sadly, NC656N sustained sub- fully overloaded and never blink ing maintained a training camp in stantial damage in October 1964 in its performance.” Speculator, and flew with Charlie when a young, low-time pilot pre- During the mid-to-late 1930s, in NC656N on June 12, 1938. maturely lifted off Beaver Lake the CSO was also briefly regis- Seaplane Airways thrived, but in Baldwinsville, New York. Dis- tered to Maurice X. Alderman with the onset of World War II, heartened, the men put the for- and Matthew T. Windhausen the ship was placed in storage at lorn Waco into long-term storage. (the latter of whom Dutch pro- the Speculator Garage until May claimed was a fine mechanic). 1946. Then the wings were rein- West to Iowa stalled, and the Waco was towed In 1971, Richard H. Wall- Seaplane Airways down the street to the shore of ing bought the neglected Waco In January 1940, Seaplane Air- Lake Pleasant. Amazingly, the and hauled it home to Musca- ways Inc. of Speculator, New Heywood starter had retained tine, Iowa. He invested quite a 20 MAY/JUNE 2018 Specifications Dimensions Wingspan upper 30 feet, 7 inches Wingspan lower 29 feet, 5 inches Length 22 feet, 6 inches Height 9 feet, 2 inches Performance Engine Wright J-6-7-225 Max speed 128 mph Cruise 85-90 mph Landing speed 45 mph Rate of climb 1,100 fpm Cruising range 540 miles Ceiling 19,000 feet Capacities Empty weight 1,628 pounds Useful load 972 pounds Gross weight 2,600 pounds (landplane), 2,850 pounds (seaplane) Fuel 63 gallons Oil 8 gallons Derived from Juptner’s U.S. Civil Aircraft ED HICKS and Larry Harmacinski. bit of time and energy to restore lower right wing due to a ground Vernon, Ohio, at sunset. During NC656N. Numerous repairs in- mishap, and a sizable splice was that 11 hour and 17 minute flight, cluded new spars and ribs for the made on the rear spar using new the front windscreen acquired a left wings, left longeron welding, Sitka spruce before the wing was “patina” of engine oil, and Larry and the installation of a new left re-covered. All told, Dick kept had plenty of time to dream up “N” strut and wing attach fittings. the CSO flying for a decade until two nifty goals for the CSO. He obtained a CSO landing gear he and Joan relocated to Texas. The first was to put the ship with Bendix wheels and brakes, back on its floats, and the sec- and a new old-stock set of Gruss Full Circle ond was to fly it back to the New shock absorbers. Additionally, By June 1991, the time had York lakes where it once was new fuel tanks, a new stainless come for Richard to part with the such a familiar sight. So Larry steel firewall, a new battery box, CSO. Larry, an airline pilot, had drove to Kentucky where the and seat belts were installed, and been looking for a Waco and was old EDO M-2665 floats had been the Waco was re-covered with first in line. He set the hook when stored, strapped them atop a bor- the Stits Poly-Fiber process. he showed Larry an old postcard rowed Pontiac station wagon, Finally, the biplane was air- with the Waco moored by Bill and hauled them home to Misha- worthy again, and Richard, ac- Abrams’ camp on Piseco Lake. waka, Indiana. companied by his supportive That captivated Larry’s imagina- While attending EAA Oshkosh wife, Joan, flew the Waco to Osh- tion and cinched the deal. Rich- in 1993, Larry fortuitously met kosh in 1980. Then in 1987, some ard checked Larry out in the Don Leadley, who remembered welding work was required on CSO, and after replacing a broken NC656N and was thrilled to see the right landing gear to bring it tail-leaf spring, Larry departed it on the flightline — albeit on into proper original alignment Arlington, Texas. He took off just wheels. Afterward, Larry and Ilse from a previous repair. In 1989, before sunrise and arrived at the journeyed to the Adirondacks fabric was removed from the National Waco Reunion at Mount several times, wending their way www.vintageaircraft.org 21 ED HICKS down a collaborative memory with factory trim, redid the pan- and with a providential tailwind, lane as they met some of the pi- els, upholstered the cockpits per I pointed the Waco toward Lake lots from yesteryear and scouted factory, and installed new fuel Michigan. Just over three hours the CSO’s old haunts. The young tanks. I copied the Seaplane Air- later, NC656N had her first water couple decided to return with the ways logo from old photos, and landing in 32 years.” CSO on floats in 1996, and de- had a stencil made so it could be The grand old CSO seaplane voted their resources to making painted on the vertical stabilizer.” caused quite a splash — literally it happen. The floats were ready to be in- and figuratively — upon land- “The floats had almost no cor- stalled in July 1996, and Larry ing at the EAA Seaplane Base rosion, but there were two pro- figured flying to Oshkosh from on Lake Winnebago. Larry and peller gashes between the second Indiana would be a nice trial Ilse received a Special Recogni- and third compartments from flight before heading on to New tion Award for NC656N. After- the 1964 mishap. J.J. Frey at the York. But there was still some ward, they flew to Big Long Lake old EDO plant in New York was work to be done. in Indiana and stayed at a friend’s a huge help; he located the blue- “A team of friends and Waco cabin, while Larry put in some prints for the floats, which took a lovers came together when most practice time on the water. lot of guesswork out of the jum- needed,” Larry said. “Butch Har- “The following week, we ble of cables and pulleys. During vey worked his 4130 magic in pointed the Waco toward the the fall of 1995, I had the floats producing some complicated fit- Adirondacks. Touching down on repaired by Tony Barnum (whose tings and a missing strut for the Piseco Lake in front of Johnny great-great uncle was P.T. Bar- old EDOs, as well as building a Knox’s hangar, Ilse and I found num!),” Larry said. “In the mean- trailer to move the seaplane on a warm reception, and quite a time, I worked on the Whirlwind land. Hank and Alice Strauch crowd had been assembled by and replaced gaskets and seals, built a takeoff dolly, and gave all our hosts, Don and June Lead- and was able to reduce oil loss the good advice I needed to go ley,” Larry said. “I nosed the to just under one quart per hour. with it. Greg Muir spent several Waco up on Johnny’s beach, Later, Ilse and I took the wings sleepless nights in the hangar to and as I climbed down from the off, painted the big numbers on help me get the Waco ready. My cockpit, a gentleman was run- them, repainted the fuselage first dolly takeoff went smoothly, ning his hands over the floats. 22 MAY/JUNE 2018 He said, ‘Didn’t there used to be a big gash right here?’ After he paused for effect, he said, ‘Hi! I’m Bill Weakley — the one who last flew her on floats!’ Johnny Knox generously offered us use of his hangar and fueling facilities.” The several-week visit to the Adirondacks quickly became a memorable ‘NC656N family’ reunion, far exceeding anything Larry and Ilse could have imag- ined. Once again, the CSO was hopping rides over the lake region. Larry gave rides to the CSO’s former pilots, owners, and admirers, including Don Lead- ley and his brother Jack, Lymand Farr, Bill Douque, and Wilsey Waggoner. “Taking off from Leadley’s Cove, a right turn- out brought the Waco over the beach house of Margaret Dunlop — Bill had gone west long ago, and she would wave enthusiastically as the Waco rumbled overhead, a ghost from the past. She related many stories from years gone by. William B. Abrams’ grandson Bill last flew in the Waco at age 6; during our visit, Bill and his wife, Roberta, were right at home in the front cockpit of this wa- terborne time machine,” Larry said. “We took off and flew a wide sweep over Abrams’ beach where the camp had been, and out over the sparkling waters of Piseco Lake. The efforts to return the Waco to New York were rewarded beyond measure. How triumphant for the Waco to soar once again over the waters of Speculator!” Larry continued being a good steward of NC656N through the years, doing routine maintenance as well as having an oil cooler installed in 2001, and new landing gear Vees fabricated in 2002. All told, he and Ilse flew the Waco — on 1931 Marston skis, EDO floats, and Bendix wheels — for about 15 years and more than 500 hours.

Golden Wings The future of this storied and widely cherished survivor of the golden age seems bright, since it continues to be in the care of yet another passionate aviator, who has already logged more than 60 hours 2018 EAA® SWEEPSTAKES and given more than 80 rides in NC656N. WIN THE MOST ICONIC AIRCRAFT A reverent smile lights up Justin’s countenance OF ALL TIME – THE PIPER J-3 CUB! as he sits on the flightline beside the regal old biplane. “The Lord has truly blessed me, and I am so Will you be the next proud owner grateful to be the caretaker of antique airplanes,” of this legendary Piper Cub? he said. “As a boy, I only dreamed of being able to fly these timepieces, and now I greatly enjoy giving Enter now at EAA.org/Sweepstakes18 rides and sharing this gift with others! I’ll probably No purchase necessary to win. A purchase or donation will not improve your chances of winning. keep this Waco for a long time — I haven’t sold an The Sweepstakes and all entries are governed by the 2018 EAA Sweepstakes Official Rules. Official rules, full details, and online entry available at EAA.org/Sweepstakes18. Winner is responsible for all applicable taxes. airplane yet!” www.vintageaircraft.org 23 A reunion of a rare STOL aircraft by Budd Davisson

ED HICKS

24 MAY/JUNE 2018 HelioHelio CouriersCouriers DescendDescend (Slowly)(Slowly) onon AirVentureAirVenture 20172017

www.vintageaircraft.org 25 CHRIS MILLER

“I can’t think of the name of it. on amphib floats and towered worked at the factory,” Andrew You know: the white, high-wing over the crowd like the surplus said of his Helio. “So, there was airplane with blue trim that was airplanes we used to see parked that connection. However, as practically standing still during on top of filling stations and such. soon as I flew one, shortly after the air show and came close to getting my [certificate], I knew landing backwards in the wind. The Helio Gathering I had to have one. Besides that, You know the airplane!” The Helio get-together was flying private allows us to bring Yes, almost everyone who has definitely a birds-of-a-feather our dog with us without the seen an EAA AirVenture Osh- event, and the crowd can thank headache of the airlines.” kosh air show in the last couple Stephen Ruby, Vintage 20972, Their airplane began life as a of decades knows that airplane, of Oshkosh for having the per- U.S. Air Force U-10D, then went courtesy of the Jungle Aviation severance to bring the tribe to a tri-gear configuration while and Radio Service (JAARS) mis- together. The airplane itself is with the Civil Air Patrol. Later, sionary demo pilots. However, unique, and it attracts individu- an interim owner, Ken Meines, just as we sometimes can’t think als who, in general, see airplanes converted it back to a taildragger of a song’s name, no matter how in a different light. These are not and put it on floats. popular it may be, many of those your average Sunday morning Bob Wallace, a captain of ocean- watching the air show don’t hamburger run pilots, and they ographic research vessels who know the airplane’s name. Those are attracted to the Helios for calls Plymouth, Massachusetts, who made the pilgrimage to Air- lots of different reasons. Safety home, had a more compelling rea- Venture 2017, though, came away and overall utility combine with son to own a Helio than most. knowing the airplane’s name well the airplane’s “different” history, “My father, John E. Wallace, because the seldom-seen bird however, to form the gotta-have- worked for Wiggins Airways in was anything but seldom-seen on it quality for most owners. Canton, Massachusetts, begin- the grounds. It had an awesome Floridians Andrew and Erika ning in 1940 and continued with presence in 2017 because there Stolte’s 1967 bird was one of the them after the war,” he said. “In were no less than 10 Helio Couri- high-profile Helios on floats. 1948 Wiggins took on a project to ers wingtip to wingtip in Vintage “The airplane was built only convert a Piper Vagabond into He- parking! They were hard to miss, 15 miles from our house, and lio’s prototype/proof-of-concept partly because two of them were several of my friends’ parents aircraft, which came to be known 26 MAY/JUNE 2018 CHRIS MILLER as the Helioplane. He worked on John listed the airplane’s Still, John said the only thing he that and then started with Helio legendary STOL performance would do over about buying a as production foreman and con- as a major attraction for him, Helio is to “buy two!” tinued with them until his death in as did almost all of the other The aircraft is now owned by 1972. Later, of course, I finally had owners. He had aviation in his S.O.A.R. (Service Oriented Avia- to have one for myself. Too bad my family background in that his tion Readiness) in Bolivar, Mis- father did not live to see it. Could father designed and built the souri, where it is used in training have used him many times! It’s jigs for the P-51 canopy, but he pilots and mechanics for mis- one of the greatest and safest air- also has had a longtime associ- sionary service. It was brought to planes flying — fantastic machine ation with JAARS, which is an AirVenture 2017 by Kevin Dunn, and solid. Besides, as a kid, all the aviation-based Bible-translation who is one of S.O.A.R.’s instruc- coolest airplanes and guys at the organization that depends on tor pilots. It was originally sold airport were flying taildraggers.” helicopters and aircraft like the to the Guyana Defence Force in Bob’s airplane is of note be- Helio to take its missionaries to South America and was returned cause it was the very last Helio to the ends of the earth. to the United States in pieces in be built. It originated in 1984 as As much as John loves his He- 1979. It wasn’t reassembled until an H800 but was modified with lio, he said flying it can be chal- 1995 and then spent some time in the installation of a 420-hp Al- lenging. “It can be very tough,” he Alaska on floats. lison turboprop engine and now said. “It will not stall but is really While all Helio Couriers have sits on EDO amphib floats. a beast in a crosswind.” interesting backgrounds, most Also of note is that the first The Helio gear is placed far- usually involving time spent well Helio Courier built, serial No. ther forward than usual to al- off the beaten path in countries 1, owned by Simon Drouin, was low maximum braking without few have heard of, N6463V has parked only a few feet from the tail coming up. That puts a possible connection to a life far Bob’s Helio. the CG well aft of the gear, removed from that of a mission- John Sessions, who had his which, combined with the large ary airplane. 1957 model at AirVenture, gave vertical tail surfaces and silly- “There is some speculation the shortest, most concise an- slow landing speed, gives the that after the British Guyana swer as a reason for buying a He- wind ample opportunity to en- Defence Force removed con- lio, “To fly where others cannot.” courage the pilot to do his best. struction number 1233 from www.vintageaircraft.org 27 ED HICKS

from Franktown, Colorado, said. “However, in 2012, N289LM, a 1956 model, came up for sale. It needed quite a lot of work, but my mechanic friend, Bill Stuke- nholtz, who I had worked for while I was in high school, said, ‘You’ve been bragging about Helio Couriers for years. This is your chance, so put up or shut up!’ Bill helped me fly the Cou- rier to his maintenance hangar in Lincoln, Nebraska, where we JACK FLEETWOOD JACK worked on it for two and a half service, it was surplused to the Guyana Police Commission, years. It was a proud day when [The Peoples Temple Agricul- who sold them to a U.S. buyer.” I flew it home to Colorado. We tural Project in Jonestown],” As for flying it, Kevin said, “It’s rebuilt or replaced almost ev- Kevin said. “This is because a Helio: It won’t stall, it will fly erything in the airframe, but C/N 1233 and C/N 1282 were at 27 mph, and the leading edge it’s a 61-year-old airplane so we stored at Port Kaituma Airstrip, slats make the biggest difference. seem to always have something which is sometimes referred to It’ll cruise at about 130 mph at 12 to fix. However, piece by piece as the Jim Jones Airpark. I was gph at 2600 rpm and 24 inches of we’re getting her whipped into not able to verify anything ex- manifold pressure.” shape. It’s still a project, but it’s cept the fact that the two He- This agrees with what other a flying project! lios were at the airport. If they owners said about their airplanes. “It’s been great in the way it had been surplused to the cult, “While in college, I had flown brought our family and friends then, when the possessions of a Helio belonging to a friend together! It’s our hunting, fish- the cult were disposed of after and loved it but assumed that ing, and camping plane. It’s our the mass suicide, the airplanes I’d never be able to afford one,” family truckster. It’s a blast to fly! would have reverted back to Lynn Hawkins, a Helio owner But mostly, it’s my baby!” 28 MAY/JUNE 2018 ED HICKS

A Rebirth of the Courier? right engine for the airplane be- David said we shouldn’t get The Helio Courier has been cause, being geared, the airplane our hopes up, but there have out of production since 1984, but can swing a bigger prop with it. been some “high-level, encourag- that doesn’t necessarily mean it is Even more importantly, it can run ing discussions” that may lead to dead, and it certainly isn’t forgot- on Jet A, which in most parts of funding a restart of production. ten. In 1994 the type certificates the world is much more available All that supporters can do is keep for all three Helio types (Courier, than high-octane aviation fuel. their fingers crossed. Twin Courier, and the turbine Stallion) and all assets were sold to Helio Aircraft LLC, a partner- ship that includes David Maytag. David said the purchase included about 90 percent of the jigs and tooling for the Courier and 100 percent of the paperwork and engineering data pertaining to the Courier. This is important when it comes to production and certification. However, the small number of surviving Couriers doesn’t constitute a large enough market to consider the production of parts. If the Courier were to go back into production, it would be with a new-generation powerplant: the EPS V-8 diesel. The engine puts out between 320 and 420 hp and really isn’t a traditional V-8 because the cylinder bank angle is very shallow. But it’s not a flat engine either. Reportedly, it is ex- pected to be certified by the end of 2018. David thinks the EPS is the www.vintageaircraft.org 29 JACK FLEETWOOD Tigers in a Cage A brief history of Helio C/STOL aircraft by Stephen A. Ruby, Vintage 20972

The ultimate goal of aeronau- At the Beginning: The Helioplane in the Guggenheim Safe Flight tical engineers is to have their The remarkable Helio Courier Competition, were slow, aerody- products make significant leaps was the brainchild of Dr. Otto namically dirty, and depended in an industry where safe, speedy Koppen, professor of aeronauti- on low wing loading for short- transportation is paramount. The cal engineering at the Massachu- field performance. They also STOL category is at the other end setts Institute of Technology, and could not be safely maneuvered of that spectrum, where the fac- Dr. Lynn Bollinger of the Har- when operating near their stall tors at stake are the ability to pro- vard Business School. Their goal, speed. The plane they envisioned vide novel ideas and making them in the mid-to-late ’40s, was to de- would not stall or spin at any air- a reality. The Helioplane of 1949 sign and manufacture an airplane speed, could make steep turns is one such experiment that ac- that not only had STOL capabili- even when flying at 30 mph, and tually worked and later became ties, but also had the combina- would have a good useful load, the Helio Courier, also known as tion of the highest coefficient of range, and a high enough cruise the tennis court airplane (because lift and the lowest possible drag. speed to make it a practical cross- early tests were conducted from a Prior STOL designs, such as the country airplane. Such a plane, Harvard University tennis court). Curtiss Tanager that was entered they reasoned, would have great 30 MAY/JUNE 2018 appeal to the flying public. almost doubling the amount of lift As a starting point, the two pro- The remarkable available. Amazingly, according to fessors and a third investor each an interview Koppen gave before put up $6,000 (about $63,000 in his death, these slats provided 64 today’s dollars, $189,000 total), Helio Courier was the percent of the total lift. According and purchased the fuselage, wing to his calculations derived from panels, and horizontal tail sur- brainchild of wind-tunnel tests, the Helioplane faces of a Piper PA-17 Vagabond. should have left the ground in 100 They engaged Wiggins Airways Dr. Otto Koppen and feet. Actual flight tests showed of Canton, Massachusetts, to that 125 feet was required for the modify the airframe to their spec- Dr. Lynn Bollinger. ground roll. This was the source of ifications, the work being done much speculation among the staff at the old Greater Boston Metro- and bottom halves, with the bot- at MIT, until one of the engineers politan Airport. The fuselage was tom serving its conventional theorized that the coefficient of lift lengthened by 4 feet, the landing function, while the top acted as measured in the wind tunnel de- gear was made taller and placed a giant trim tab, interconnected rived from steady-state conditions, farther forward to ensure prop with the full-span, slotted flap- whereas in reality, the airplane clearance, and the vertical tail erons to counteract adverse ai- would accelerate quickly through was increased in area and height. leron yaw. A mechanical “brain” its liftoff speed and the circulation A salutary side effect of the new increased the deflection of the around the wing lagged somewhat gear position was that it allowed upper rudder in direct propor- behind. By the time it “caught up” full braking at touchdown, with- tion to flap deflection. to the point where enough lift was out danger of the plane flipping Leading-edge slats were fitted to being created to allow the craft to tail over nose. smooth out airflow over the wings’ leave the ground, another 25 feet The rudder was split into top top surface at high angles of attack, would have been covered. Under-

www.vintageaircraft.org 31 ED HICKS

SCOTT GERMAIN standably, the team found the ex- inches! The CAA pounced on this A Newer Design tra few feet quite acceptable, and and sent no less than four test The second design, purpose- moved on. pilots to Canton, with the stated built as a four-place and consid- Power was supplied by a four- intent of making the prop strike ered the prototype Helio Courier, cylinder Continental engine of the ground. Try as they would, used a Continental O-300 engine 85 hp, swinging a wide-chord, they were not able to do so. With of 145 hp, swinging an 11-foot 9-foot Aeromatic propeller via a the application of full throttle, prop. It was soon discovered V-belt reduction drive. This com- the plane would rise up on its 12- that the Helioplane was less than bination adhered to Koppen’s inch travel oleos, and would be willing to go around corners — it formula for ideal STOL perfor- off the ground before they could didn’t like turning due to a strong mance, which involved squaring even think about raising the tail. adverse yaw. To resolve this, Kop- the propeller diameter in inches In fact, the tail wheel was al- pen devised a typically ingenious (81) and dividing the result by the ways the last to depart. Likewise, solution. He ignored conven- horsepower (85); the resulting touchdowns always occurred in tional spoilers (like those found number should be close to unity. either the three-point attitude or on Mitsubishi MU2s) and devel- At that time, the Aeromatic tail wheel first. oped what he, somewhat oddly, came the closest to constant- Finally, the CAA threw in the called interceptors. These were speed performance as was avail- towel and accepted the design as- unusually positioned close to the able for light planes in those is. Jack Phillips, who is still very wing leading edge and a pair on days. By balancing aerodynamic active after a career as head of each side literally scooped up the forces against springs and coun- sales for Wiggins, during which smooth airflow and prevented terweights, it provided low pitch he sold more than 1,000 Piper the slat in front of it from gener- at takeoff and high pitch at cruise. aircraft, was the first test pilot ating too much lift, leading to a In spite of the lengthened land- on the Helio project. The above- sharp rolling moment. Rigged to ing gear, the 9-inch minimum described “proof of concept” air- operate at large aileron deflec- ground clearance of the prop that craft, as the CAA called it, was tions and thus at low speeds, it was required by the Civil Aero- actually named the Helioplane. works very well. This plane was nautics Administration was not It now hangs in the Smithsonian, destroyed in the vicinity of Con- met. In fact, it was short by 1-1/2 a tribute to this pioneering effort. cord, Massachusetts, when the 34 MAY/JUNE 2018 pilot attempted to fly through a high velocity of the gases would Helio Stallion: A Breed Apart line of squalls and crashed. entrain the cooling air, acceler- The Helio Stallion was a mil- ating it and creating the needed itary, slab-sided armed escort The Helio Courier Is Born pressure differential ordinarily very close in mission purpose Realizing that large props like produced by drag-creating cowl to the Fairchild A-10 Thun- the one the prototype used were flaps. Eventually, it was deter- derbolt II. It was equipped impractical, the professors fol- mined that ejectors were a main- with wing-mounted rockets, a lowed up in 1954 with an all-metal tenance headache and were not side-firing cannon, and a pro- design using a Lycoming GO-435- cost-efficient so they were elimi- vision for a 500-pound bomb. C2B2 engine with planetary re- nated in favor of conventional The turboprop single com- duction drive to a constant-speed cowl flaps. Helio Courier H-391B, peted with the Porter PC-6 metal propeller just over 100 N242B, was awarded type cer- and Turbo Beaver. However, inches in diameter. This provided tificate 1A8 in June 1954. Nearly the Stallion beat them all in more than adequate static thrust, 530 airplanes rolled out the door cruise, climb, and slow flight. essential for the quick accelera- made by the Mid State Manufac- On August 25, 1969, Helio Stal- tion needed for STOL operations. turing division of Helio Aircraft lion No. 003 was awarded type Slower tip speeds made for a very in Pittsburg, Kansas. The type certificate A4EA, claiming a quiet and efficient propeller. Cool- can be summarized as the air- 200-knot max cruise. Eighteen ing drag, which is usually 25 per- plane everyone wanted but no examples were built, and only cent of the total, was reduced by one could afford. A brief startup two survive. Too expensive for the pioneering use of ejectors, in 1983 only produced 18 air- the civilian sector, the Stallion also known as augmentors. Ex- planes. About 150 Helios survive remains one of the most un- haust was dumped into the engine and are being flown in areas not usual backcountry STOL air- cooling air exit plenum, and the accessible by any other airplane. planes produced.

Visit flytheford.org or call 1-877-952-5395 to reserve your flight.

www.vintageaircraft.org 35 Textbook Tri-Pacer

They don’t come any more original by Budd Davisson

JOHN DIBBS

36 MAY/JUNE 2018 Textbook Tri-Pacer

For sale: Nearly new old-stock 1953 milk stool. Low mileage. Only used by little old lady on Sundays. Stored in environmentally controlled barn on weekdays. If inter- ested, come by Abe’s Grocery. Ask for Mabel.

Okay, so I’m being facetious here. But not by much. In a world where Botox and Bondo are responsible for maintaining a public face, mechanical or otherwise, we fully expect and accept the oc- casional face-lift. So, when view- ing someone or something that is 65 years old but actually appears young, we know that a plastic sur- geon has earned his or her pay. A tuck here, some paint there. How- ever, there are those few who actually do skate through life never once needing the help of a cos- metic whittler. Tri-Pacer N1301C is one of those aerial personages Vaughn Lovley and the never-been-touched Tri-Pacer. that has lived that magical life.

www.vintageaircraft.org 37 Vaughn Lovley shows off what is probably the most original Tri- Pacer in existence.

LAURIE GOOSSENS PHOTOS out, with some glee, that 1950 was the first year that Piper put a nose wheel under its PA-20 Pacer and called it the PA-22 Tri Pacer. This forced Cessna to do the same to its C-170, making it the C-172. How- ever, according to some hardcore taildragger pilots, this was the beginning of the end of civilization as we know it. For Piper, however, it was an absolutely brilliant move because their sales streaked upward. N1301C was an early The lighter colors help brighten the cockpit and there’s not a nick or participant in the nose wheel de- repair in sight. velopment race that was just then taking off. Literally. There were approximately are others that survived as well as The original PA-20 Pacer was 7,500 Tri-Pacers (the much loved N1301C? It would be safe to say the third short-wing design that flying milk stool) built between the odds are 75,000 to one. Ba- Piper developed in an effort to 1950 and 1960 (it lived on into sically, zero. So, what’s the story thwart a downward postwar sales ’64 as the Colt). How many do behind N1301C, and what is so spiral. The PA-15/17 before it, the you suppose survived totally un- special about it being untouched? Vagabonds, were two-place bar- touched to today? Better yet, by gain basement airplanes aimed 1953, approximately 75,000 gen- Life Begins for N1301C at getting postwar pilots into the eral aviation airplanes of all types 1950 was an important year. air as inexpensively as possible. had been built since World War How important depends on The 1949 Clipper was touted as II. What are the odds that there whom you ask. Many will point a four-place airplane, but really 38 MAY/JUNE 2018 It’s a miracle that the fuel selector doesn’t show more wear.

LAURIE GOOSSENS PHOTOS

The control yokes are on the ends of a “T” control column behind the panel. The white knob is the brake.

Nice legs for a 68-year-old!

Obviously, the old Tri-Pacer has done its share to avoid bugs.

www.vintageaircraft.org 39 “Pleasant” is the best way to describe the looks of a Tri-Pacer — very balanced and model airplane-like.

JOHN DIBBS

40 MAY/JUNE 2018 year and 250 hours later, probably because it wasn’t When N1301C left exactly the right one for the plant, it went an air taxi operation. The buyer, Henry Reder of first to a dealer who Lakefield, Minnesota, held almost immediately on to the airplane for 32 years, during which time sold it to Fairmont he put 600 hours on it but Air Services in Fair- cared for it meticulously. How do you move the overhead trim knob without leaving hand marks? mont, Minnesota. New Homes for N1301C The sale price was For whatever reason, Minnesota and Wisconsin at- $4,159.27 (a little tract airplane people, and a lot of more than $38,000 vintage aircraft are rebuilt, col- lected, and flown in the area. One in 2018 dollars — of the foremost enthusiasts is Bill what a bargain!). Burggeman in Anoka, Minnesota. When he decided to sell his collection, noted aircraft restorer wasn’t. You could put two people Forrest Lovley was contracted in the back seat, as long as they to sell it, which included a large weighed almost nothing and you number of really valuable high- didn’t intend to take off in any end antiques. And then there was but the coolest conditions with the Tri-Pacer. lots of runway in front of you. In “I was late getting into the vin- 1950, Piper took a more serious tage airplane game, which seems look at the four-place market and weird considering that I was al- built the Pacer. With the 125-hp ways surrounded by Dad’s air- Lycoming O-290, it was a decent plane friends and vintage/antique LAURIE GOOSSENS PHOTOS GOOSSENS LAURIE three-place airplane with extra aircraft were never out of sight,” Remember speakers in the room. However, almost as soon Vaughn, Forrest’s son who is him- overhead? And dome lights? as Piper put a nose wheel under self coming up as a restorer, said. it, the size of the market became “And we never missed Blakes- apparent and bigger engines — burg or Brodhead. However, I was “Dad had already sold most 135 hp as in N1301C, then 150 hp, young and was busy being a teen- of the collection but wasn’t hav- and, finally, 160 hp became stan- ager and then a young man trying ing any luck with the Tri-Pacer,” dard. The O-320 150/160-hp en- to get a career started. However, Vaughn said. “I, on the other gines actually made a four-place a few years ago, the stars aligned hand, thought it was really an un- airplane out of it. and I jumped into the vintage air- believable airplane. So, I bought When N1301C left the plant, it plane thing with both feet. The it. This is where my dad’s work- went first to a dealer who almost first being a Vagabond. And, I ing life spilled over onto mine. immediately sold it to Fairmont knew about the Tri-Pacer.” Even though I’m certain Dad Air Services in Fairmont, Minne- Considering that Vaughn’s fam- didn’t think I was paying any at- sota. The sale price was $4,159.27 ily history is built around big, im- tention to what he did while I (a little more than $38,000 in pressive antique airplanes and he was a kid, I couldn’t help but soak 2018 dollars — what a bargain!). himself owns a Waco YKC-S cabin up a lot of things. I had spent Fairmont was a small air taxi op- bipe, one of only two still flying, my entire life around airplanes erator and used the airplane for it would be easy to assume that that were either being rebuilt or short passenger hauls. However, something like a Tri-Pacer would needed rebuilding, and Dad often it sold the aircraft a little over a be beneath him. But, it wasn’t. started with nothing but a pile of www.vintageaircraft.org 41 vintage airplanes will be beyond salvaging, but that was not so with N1301C. “It’s pretty wild to punch test 65-year-old fabric and have it pass by a fairly wide margin,” Vaughn said. “This is largely because of where it has been since it was put in the museum in ’87, and it hadn’t flown since ’96 when I bought it. It was sitting in the back corner of a dry, temperature/humidity-controlled display hangar and was far enough away from any windows that it was fairly dark so the fabric saw very little UV. I don’t know how the last owner stored the airplane, but it’s covered with cot- ton and painted with dope, a combination that’s not known for its longevity, yet there it is. So, he too apparently had ideal storage conditions available. There’s not a single patch. Not a bit of new paint. It’s almost as if it’s been in a vault since the day JOHN DIBBS it left the factory. “There is also zero rust on scrap, much less a complete air- was totally unique in that respect. anything. The tubing looks per- frame. Even if it was a complete, “My Vagabond restoration had fect, and not even the clevises flying airplane, almost every one taught me a lot about short-wing have any corrosion or oxida- of them looked as if a part might Pipers. However, every time I tion. The paint doesn’t shine, but fall off any minute.” turned around on the Vagabond, dope usually doesn’t and who Vaugh said that even as a kid even though it was a very well- cares anyway. What is important he recognized the amount of known airplane type, I would find is that the airplane is literally a work that went into his dad’s several different opinions on how time capsule of Piper short-wing restorations. something was supposed to be technology. This airplane should “As I watched and helped him I done. This was because there was be the go-to reference for any- was very conscious of the incredible a lot of stuff they did at the factory one restoring any short-wing amount of time he spent research- that doesn’t show on the drawings. Piper of this vintage.” ing details on the airplane he was And it may have changed through When Vaughn brought the air- working on,” he said. “Inasmuch as the years. There’s no definitive ref- plane to EAA AirVenture Osh- authenticity was key to everything erence you could go to and know kosh 2017, many of the short-wing he did, every detail counted. I could it was exactly right. With this in-crowd knew it was coming. So, easily see how hard it was to deter- Tri-Pacer, you have no doubt that as soon as it was on the grounds mine exactly how something had whatever was on it was done right and parked in front of the VAA been done originally because it had because nothing had ever been Red Barn, a steady stream of been changed so many times since changed. Nothing! Ever!” reverent short-wingers began the airplane was built. You’re con- streaming past. The majority of stantly wondering how this or that is On Being Original the air show crowd saw nothing supposed to be done. The Tri-Pacer Often, the original fabric on special about the airplane but 42 MAY/JUNE 2018 short-wingers knew better. know for a fact that I’ll never own the future. “It was really fun listening to an airplane like that again. But, “Of course, I keep hearing those who know short-wing Pip- that’s okay. I owned this one, and airplane-in-a-barn stories, so ers say things like, ‘Oh, that’s the I feel as if I made the right move who knows what I may stumble way it’s supposed to be done,’” toward getting it protected.” across,” he said. “That’s one of the Vaughn said. “Even some of the Although he’s stepped away fun aspects of being into vintage absolute experts, like Clyde Smith from owning such a vital piece of airplanes. There always seems and Bill Pancake, crawled around aviation history, Vaughn said he’s to be another one out there, but the airplane and found stuff they open to whatever may come in none will be like this one.” hadn’t seen before or had forgot- ten about. The airplane was doing what I had brought it to Oshkosh to do: It was definitively answer- ing questions that couldn’t be an- swered any other way.”

The Responsibility of Artifact Ownership A problem with owning a time capsule airplane is the awful responsibility it places on the owner. It’s more than just an airplane. “Frankly, every time I’d fly the airplane I’d worry about it,” Vaughn said. “It’s like an egg: Even a minor incident would totally change its character. The smallest repair would make me feel terrible. From the first day I got it I knew that I wasn’t the right person to have it. I wanted it to be in a museum somewhere where it was protected but still available to anyone needing definitive Tri-Pacer information. I made a few tentative gestures in finding it a new, public home, but that’s really not my thing. Then, an individual approached me and wanted to buy it so he could donate it to the Piper Avia- tion Museum in Lock Haven, although neither of us had any idea whether that was remotely possible or not. “Part of me didn’t want to sell the airplane but another part wanted it protected, and I just couldn’t do it justice. So, I parted with it. Fortunately, it went to a good, protective home, and I hope it goes even further than that. I www.vintageaircraft.org 43 Sleek &

Spectacular 44 MAY/JUNE 2018 The Beechcraft Model 17 Staggerwings

by Sparky Barnes Sargent, Vintage 715783

hey were a sight to behold — seven Model 17s that joined the flightline during EAA AirVenture Oshkosh T 2017. Sounding like rumbling thunder straight out of the golden age of aviation, five of them captured the crowd’s attention as they taxied out from the Vintage area for a photo shoot one afternoon. The Model 17 was born in the 1930s when Walter and Olive Ann Beech’s fledgling Beech Aircraft Company in Wichita, Kansas, endeavored to build a better biplane. Ted Well’s sleek Stag- gerwing design included noteworthy features such as a streamlined fuselage, faired gear legs (later retractable gear), and the now-iconic negative- stagger wings. Like so many onlookers did during AirVenture, let’s meander down “Stag- gerwing row” and learn a bit more about each of these grand old biplanes and their pilots.

NC18575 Michael Greenblatt and his 17-year- old son, Benjamin, flew to Oshkosh from their home in Columbus, Georgia — and Benjamin flew a good portion of the flight. Michael is president of the Beechcraft Heritage Museum in Tulla- homa, Tennessee, and was happy to see Staggerwings so well represented on SCOTT GERMAIN the flightline this year. www.vintageaircraft.org 45 SPARKY BARNES SARGENT BARNES SPARKY Benjamin Greenblatt and his father, Michael with NC18575, a 1937 Beech D17S. JACK FLEETWOOD Michael first fell in love with NC18575 shines in the clear blue sky. Model 17s when he saw a yellow one at Centennial Field in 1990. “I just had to have one, and within a year, I bought my 1937 Beech D17S,” Michael said. “I’ve been enjoying it ever since! When it came off the production line, it was painted international orange, plum purple, and gold as Louisi- ana State University’s airplane. It was in the process of finish and restoration when I bought it, and won Outstanding Closed Cockpit Biplane at EAA Oshkosh in 1992. Over the last 27 years we’ve vir-

tually gone through everything in SARGENT BARNES SPARKY the airplane again. It’s fully IFR N92SL, a 1941 Beech D17S, is the color of a fine merlot. certified and has a GPS, autopilot, and storm scope.” 179 so it’s a handmade airplane. A Michael said one of his favorite four-digit serial number indicates things about his Pratt & Whitney- an airplane that was production powered Staggerwing is the line produced (i.e., for the mili- crowd it draws at airports. tary). The earlier airplanes were “Plus, it’s a challenge to fly be- all handmade and ‘one-offs’ as di- cause it’s got a fairly narrow gear, rected by the purchaser.” which keeps you on your toes,” According to Michael, NC18575 he added. “As an 80-year-old air- was the first aeromagnetic map- plane, it’s got its quirks. There’s ping airplane owned by Airmag no dihedral in the wing, so it’s like Surveys of Philadelphia (now SARGENT BARNES SPARKY Tony and Beth Debevc camped you’re sitting on the head of a pin. Keystone Aerial Surveys Inc.) But it’s a great flying airplane and “In 1944, Airmag hung the alongside their 1941 Beech D17S. travels well. At 65 percent power first magnetometer out of a hole out of the factory without land- it cruises at 165 mph and burns in the belly of this airplane, and ing lights, but now it has landing right at 23 gallons an hour. It car- used a crank with a cable to lower lights in the lower wings’ lead- ries 179 gallons — it has a tank in it and let it fly behind the air- ing edges. It also has had the half- each wing and two in the fuselage plane,” he said. “It put out radio moon windows added on each — so it will fly almost seven and a waves, which they used for geo- side of the fuselage; this airplane half hours. Basically this is a stock logical surveying. This airplane has very narrow windows com- D model; it has an early serial No. is kind of unique because it came pared to other Staggerwings, so 46 MAY/JUNE 2018 the visibility is not as good.” wife didn’t agree. So we went out wing is the color of a fine merlot. Michael said he learned early there with a mechanic who’s very That’s quite appropriate, since he on that this grand old biplane de- familiar with Staggerwings and did owns Debonne Vineyards in Madi- mands his full attention. “I got a pre-buy inspection on it in the son, Ohio, which is the largest es- my tailwheel endorsement in this middle of the desert. We really did tate winery in Ohio and has been airplane with a gentleman by the an extensive annual to make sure in his family for 45 years. He’s also name of Bud Fuchs. You really everything was okay.” started Double Wing Brewery, have to fly the airplane; the autopi- Tony has logged about 160 hours which, not surprisingly, has a styl- lot will do it well, but in turbulence in his Staggerwing so far, and ized Staggerwing logo. it’s all over the place. But it’s a great shares his flying time with a couple traveling five-place airplane.” of Stearmans he owns. “I’ve been N16GD Super G There’s no doubt that Michael, fortunate,” he said with a smile. “I Mike Toman was flying this who also restored an award-win- also have a 2,000-foot grass strip 1944 Beech G17S and thoroughly ning Beech 18 and a 1940 Piper where we keep the airplanes.” enjoyed the rare opportunity to fly J-4 Cub Coupe, has passed along When comparing flying the with a handful of other Stagger- his love for antique airplanes to Staggerwing to flying a Stea- wings during the photo shoot. “It his children. His daughter, Eliza- rman, Tony said the Stag- was a lot of fun,” he said. “Flying in beth, learned to fly in the J-4 and gerwing has more directional a formation of five Staggerwings at soloed it at 17. Benjamin received control on landing. one time is pretty awesome!” his tailwheel signoff and private “I think that’s due to the N16GD (formerly NC5653N, pilot certificate in October 2017 weight of the engine,” he said. serial No. 6766) was manu- and flies the Staggerwing with his “The Staggerwing has a tendency factured as a D17S and com- father as much as possible. to follow the nose, just like with missioned to the Royal Navy nosewheel aircraft. It’s heavy and during World War II. After the N92SL very bouncy, so it’s hard to grease war, Woltz Photo of Des Moines, Ohioans Tony and Beth De- one on, so to speak, because the Iowa, acquired the airplane for its bevc spent their third trip to Os- landing gear has a spring with business operations. It was later hkosh camping alongside their oleo strut assist. I wheel land it, bought and donated to the Beech- Pratt & Whitney-powered 1941 because it’s very hard to see for- craft Heritage Museum by Rob- Beech D17S (serial No. 01640). ward, and it doesn’t slip real easy ert Dedek, and then Jim Younkin “We like to be right here, where like a Stearman where you can of Springdale, Arkansas, acquired all the action is,” Tony said. He keep the landing point in sight. it in 1993. A master craftsman bought the airplane in 2013 and They usually recommend a tail and designer, Jim transformed has since brought it up to IFR wheel-low wheel landing config- the airplane from a D model into specifications, added en route uration for the Staggerwing, and his own 1990s version of Beech’s navigation and approach GPS, that seems to work the best.” 1940s G model. The G model was and upgraded to ADS-B. Tony also said he has been originally an upgraded D17S built “It was given to the Royal Navy pleased with the Staggerwing’s by Beechcraft. The company only as a lend-lease aircraft and spent performance. “This aircraft car- produced 20 G models; the faster about four to five years in Eng- ries a lot of weight, including five and more economical four-place land during World War II,” Tony people and five fuel tanks for a total Bonanza was introduced in 1947. said of his Staggerwing’s prove- of 123 gallons. Its normal cruising Jim fabricated all new exter- nance. “Then it came back to the speed is 155 to 160 mph, but it can nal sheet metal and re-engineered U.S. Navy in California after the go 180 mph if we want. It has plenty the airplane’s systems, making it war and went through a number of of power, so I can operate out of a Super G. It was still powered by people’s hands in California. Den- my grass strip just fine. It likes to a 450-hp Pratt & Whitney R-985 nis Nicholas restored the aircraft touch down at about 70 mph so it swinging a Hamilton Standard in the 1980s to its current condi- does take up a fair amount of run- 2D30 prop, but had a fully en- tion. [Later on] a collector bought way, but on takeoff it only needs closed cowling with cowl flaps. By it, and he was going to put it in about 800 feet — it can get it off the then, Gerry Dederich owned the the living room of his house and ground with no problem!” airplane, and N16GD was hauled hang it from the ceiling, but his Incidentally, Tony’s Stagger- up to Faribault, Minnesota, where www.vintageaircraft.org 47 SPARKY BARNES SARGENT PHOTOS SARGENT BARNES SPARKY Mike Toman flew this 1944 NC16GD was converted from a D Model into a “Super G.” Beech G17S to Oshkosh. the final assembly, finish, interior, for two decades until it was sold then Charlie Harley, who flew this and avionics were completed by in late 2017. For more informa- airplane when he was in the Navy, Roy Aero Service in 1996. tion about N16GD, see Budd Da- bought it and brought it home to “This one has a little bit lon- visson’s “Super ‘G’ Staggerwing” Davenport, Iowa.” ger nose so the visibility is a little article in EAA Sport Aviation, Roy, of Muscatine, Iowa, more restricted, but it flies like November 1996, and Thomas A. bought N4612N in 1995, despite a Cadillac,” said Mike, who also Horne’s “Beech’s Beautiful Bi- Gary’s insistence that it wasn’t a flies several other Staggerwings. plane” article in AOPA Pilot, Oc- practical airplane. “Roy told me, “I have maybe a couple hundred tober 1999. ‘My dad owned three, and I’d like hours in Staggerwings, and the to have one.’ Well, we’ve flown it others are all good, but this is a N4612N all over the place — I’ve got 200 really nice-flying machine. It’s Pilot Gary Lewis has a long- hours in it!” Gary said. “Roy likes fully IFR equipped and has an time association with this 1944 the back seat, which is like a big autopilot and oxygen. It’s nice to Beech D17S (serial No. 6874). comfortable couch.” come to Oshkosh in the Stagger- He’s been flying it for owner Roy Roy had the biplane restored wing; you get a lot of attention Carver Jr. for more than 20 years. in 1997, and it was an Award win- and good parking! I’m a corpo- “It was a U.S. Navy executive ner at AirVenture 1998. Gary has rate pilot, and I love the Learjets; transport and was based in Olathe, flown it to Florida several times. the Staggerwing was the golden Kansas. We have all of the military “You can pull in next to a Lear- age Learjet!” logbooks for it, which is really un- jet and nobody pays any attention N16GD was the Antique Cus- usual,” Gary said. “Then it was mus- to the Learjet,” Gary said with a tomized Aircraft Champion tered out of the military and went laugh. “One time we stopped for at EAA Oshkosh 1996, and was to the war surplus department. It fuel, and this guy comes up and part of David Oreck’s collection changed hands a few times, and asks, ‘What kind of airplane is SPARKY BARNES SARGENT PHOTOS SARGENT BARNES SPARKY Gary Lewis and Andrew Carver. Andrew’s father, Roy, owns this 1944 Beech D17S (s/n 6874). N4612N is a 1944 Beech D17S owned by Roy Carver Jr. of Iowa. 48 MAY/JUNE 2018 this? And where do I fuel it?’ I told him it’s a 1944 Beech Stagger- wing, and you don’t — you hand me the hose! It has a 23-gallon tank in each wing and a 29-gallon in the fuselage. So you have five tanks and two fuel selectors — it can keep you busy. This one has a 450-hp Pratt, but the emblem on the engine says Jacobs. That’s because during the war, Pratt couldn’t keep up with production so they farmed some engines out This D17S was built by Beech Aircraft Corporation at Wichita, Kansas, to Jacobs to assemble.” in July 1943. Gary checked out Roy’s son Andrew in the Staggerwing for it’s a bi-wing,” said Craig, an insurance purposes. Andrew, airline pilot with about 25,000 now 43, earned his private cer- hours. “I started flying general tificate when he was 17. aviation Cessna 150s and 172s, “It was a new challenge for me and then Cubs and Aeroncas, to fly this airplane. I love it, espe- then graduated to a Stearman.

cially when Gary’s sitting next to I was fortunate enough to pur- PHOTOS SARGENT BARNES SPARKY me doing his back-seat driving,” chase this airplane from a gentle- Craig Copeland bases his Stag- Andrew said, smiling. “Gary’s a man in Fredericksburg, Texas. I gerwing at Monticello Sky Ranch good mentor; the taildragger ex- base this aircraft and my Piper near Atlanta. perience is definitely a rewarding challenge. Flying the Fisk arrival was adrenaline pumping because I had the controller and also Gary trying to tell me what to do. But it was awesome, and the number of airplanes [there] is pretty amazing. We just flew in for the day; I’ve always wanted to come to Oshkosh, and this [was] my first time. Gary’s been kind of the caretaker of the airplane. He’s getting close to retiring, so he’s passing the baton to me. That’s a lot of responsibility; this is a very special airplane, and I need to make sure I’m ready for that.”

N487CC Craig Copeland has always had a love for Staggerwings, and has owned his 1943 Beech D17S (serial No. 4837) for three years now. “For me, the Staggerwing is the airplane that has everything — a round motor, tail wheel, cabin class, retractable gear, and www.vintageaircraft.org 49 Pacer at Monticello Sky Ranch, a Jack’s friend, architect Chris Ja- is that it’s a piece of artwork,” he 3,900-foot grass strip located an cobsen, was pilot in command for said. “For 20 years now, Stagger- hour southeast of Atlanta.” their flight from Denver to Osh- wings have been ranked [by vari- Craig said his Staggerwing kosh, and shared a bit about its ous aviation publications] among was originally built for the Navy history. the most beautiful airplanes ever as a GB-2 Traveller but was de- “Jack bought this authentic G made. We’re just fortunate to own commissioned in the late 1940s. model in 1992 and flew it until them; anybody could if they have “It spent most of its time up in 1994,” he said. “Then he took it the money and the desire. It’s a Rhode Island: It did some map- to Jim Younkin who used Jack’s great airplane; they’re a hallmark ping work and liaison work with plane and one other authen- airplane in my mind.” the Navy,” he said. tic G as prototypes for convert- Chris has his own 1944 D17S Craig said with everyday op- ing D models to G in appearance. (N16M, serial No. 6765), which erations the Staggerwing can be Younkin’s team completely re- he bought in 1988. very maintenance intensive. built Jack’s plane after taking it “I enjoy taking my wife and “If you keep up on the mainte- apart in order to have an accu- kids and going all over the place,” nance and keep it in flying condi- rate guide to create the planned he said. “I flew mine from Den- tion, it’s a great airplane,” he said. conversions to the D models. So ver to Florida and back again, “It holds 121 gallons so if fuel is there was an awful lot of sheet through [bad] weather at very $5 a gallon, it costs about $600 metal changes involved, which is high altitudes — the airplane to fill it up. But it’s worth every a huge deal because it’s all com- performs flawlessly. It’s not eco- penny to own it and fly it. The plicated compound rolls and nomical, but it’s very dependable. best thing about owning the Stag- shapes, and the firewall is differ- I’ve restored eight Staggerwings, gerwing is … I feel like I won the ent. Basically everything from the and there are a couple of miscon- lottery; it’s a dream come true! foot wells (where the rudder ped- ceptions I’d like to correct. One I’ve always loved this airplane … als are) forward is all different on is this: The concept that Beech the scariest thing about owning a G than a D. The airframe’s the designed these airplanes for visit is that I’m afraid I’m going to same, but they changed the cowl, ibility is not correct. Not that I’m wake up and find out it was only lengthened the engine mount, any expert, but if you look at the a dream! There are less than 100 and changed the slope on the airplane and figure out how air flying today, and I feel very privi- windshield. Beech did it on serial flows over surfaces and where it leged to own a part of history.” No. 424 back in the prewar era as goes, you can see they designed a proof of concept, I think.” it because there are aerodynamic NC80306 Like other Staggerwing owners, advantages to the reverse stagger, Jack Cronin’s 1946 Beech G17S Chris has high praise for the air- such as less parasitic drag. The (serial No. B-5) returned to flying plane. “They’re a sleek, fabulous- other thing is that in a high an- status the week prior to AirVen- looking airplane. The nostalgia is gle of attack stall, the lower wing ture 2017 after a 26-year hiatus. part of their appeal, and the other will stall while the upper wing’s SPARKY BARNES SARGENT PHOTOS SARGENT BARNES SPARKY Chris Jacobsen and Jack Cronin with Jack’s 1946 Beech G17S It takes some muscle to move a Staggerwing on the field! (s/n B-5). 50 MAY/JUNE 2018 SPARKY BARNES SARGENT PHOTOS SARGENT BARNES SPARKY (L-R) William Morrison with his NC18781, Bill’s Dream, is a 1938 Beech F17D with a fuel-injected Jacobs. father, Ron, and uncle, Mark. still flying. When I’m teach- self out. Another thing is that ev- Beech F17D (serial No. 204) has ing people how to fly these air- erybody says it’s a complicated won multiple awards through the planes, we go out and do this high airplane. It’s not so much that years and is based at DuPage Air- angle of attack stall, and then it it’s complicated; it’s just that the port in West Chicago. gets into a rocking motion. It’s a parts count is very high!” “In 1974 my dad saw an ad for very predictable rocking horse a Staggerwing in the Los Ange- maneuver: It’ll fall and pick itself NC18781 les Times, and he had dreamed of back up again and again. The air- Pilot brothers Ron and Mark having one since he was 21,” said plane is very hard to spin, but it Morrison personally restored Ron, who is an aerospace sales will spin and the recovery proce- their late father’s Staggerwing, specialist for FedEx. “My mother dure is like every other airplane, which they’ve affectionately said, ‘I can’t believe you’ve but you just let go and it’ll fly it- named Bill’s Dream. This 1938 wanted something for this long

SCOTT GERMAIN

www.vintageaircraft.org 51 A gathering of handsome Staggerwings under the sunny

SPARKY BARNES SARGENT PHOTOS Wisconsin sky. and never told me — we’ve been labor of love for Ron and Mark. son William recently soloed the married 35 years!’ So he got the “We put a lot of blood, sweat, family Luscombe, and Mark’s airplane and rebuilt it, and got it and tears into maintaining it ev- daughter Margaret holds a pri- flying in 1980. In 1985, Dad suf- ery year. We do admit to being vate certificate. “This airplane has fered a fatal heart attack en route plane crazy — we also built an been a great family bond,” Mark to Oshkosh on board an airliner. RV-8, just finished an RV-10, and said. “We’ve had so many enjoy- Four months later, the Stagger- we’ve restored two Luscombes.” able experiences with it. Ronald wing was destroyed in a hangar Since 2009, NC18781 has been met his wife in Tennessee through fire at Torrance Airport.” powered by a fuel-injected 330-hp the Staggerwing Club, and I can’t Heartbroken, the brothers and Jacobs L6MB engine. “We worked tell you how many people we’ve their mother decided to restore with the FAA for five years to get a met and made friends with.” the blackened airframe in 1986. one-time field approval for this en- “I grew up in a car seat on the “When we got it to the silver coats, gine which improves performance workbench while my dad and we didn’t have money for color, so and prevents problematic carb ic- uncle were working on this air- we put stripes on the silver and it ing,” Ron said. “This airplane is 500 plane, and I help with every an- looked pretty good — some Stag- pounds lighter than the D mod- nual inspection,” William added. gerwings were originally that els, which have the 450-hp Pratt “I’ve grown up living and breath- color, so we decided to have a sil- & Whitney, so the performance is ing this stuff, and I wouldn’t trade ver Staggerwing,” Mark said. “We about the same, except this one is a it for a thing!” got the airplane back flying in 1990 little bit lighter and more agile. It’s Beechcraft Heritage Museum and Capt. Bud Fuchs checked us a beautiful flying airplane; if you 570 Old Shelbyville Hwy out in it. We’ve been flying it to Os- fly it you’ll fall in love with it be- Tullahoma, TN 37388 hkosh every year since then. It’s cause it’s just so nice and solid on Airport Identifier KTHA been a great traveling airplane; it the controls.” 931-455-1974 cruises about 180 mph, and we’ve The third generation of Mor- www.beechcraftheritage flown it over 2,000 hours.” risons may well be caring for and museum.org/ Bill’s Dream continues to be a flying Bill’s Dream one day. Ron’s 52 MAY/JUNE 2018 My CallAir Cadet

Why I decided to throw money in the air to see what would happen by Alex Nelon, Vintage 721230 photos courtesy of the author

2013

ometimes, the stars align just right a nearby airport. We made some calls and bun- and you find yourself face to face dled into the Cub for a look-see. Another friend, with a very special airplane. That’s Stan, met us there. Stan is an A&P mechanic what happened to me in April 2012 whose opinion I value when it comes to old air- when my friend Richard handed me planes and who will drop what he’s doing when aS printed flyer describing an airplane for sale at he senses an adventure. www.vintageaircraft.org 53 2012 First look. 2013 At first, it kinda sorta looked a little over a year before it came Stripped down to the bones. like a Cub, but it wasn’t. Porter- time to fish or cut bait, and we field? Nope. I kept running down stripped off the 1966 fabric in Oc- edged authority on Interstate Ca- the list of airplanes you seldom tober of 2013. That was easy. I dets. In reality, my job was to do see these days and finally sur- tried to take as many pictures as research, write checks, and be rendered to the books. It was a I could, but later on found that useful by not getting in the way. CallAir. Oh boy. What’s that? Af- there are never enough. Same Onward to the nuts and bolts ter a little further research, on the with labels for various cables. It of the job. Once stripped of cov- internet this time, I discovered took about a year to fully com- erings, the airframe proved to be that it was originally an Inter- prehend the job ahead of us and in good condition; the wing spars state Cadet design. Huh? I still get to start cutting wood and metal were in good shape, and most of those questions at fly-ins, and it’s using the old parts for patterns. the fittings were reusable. The great to be able to answer them. While the mechanical gurus were Cadet ribs are an unusual shape With Stan’s okay I bought the scratching their heads, I sent off and do not lend themselves to engine and the airplane came the instruments to Keystone In- rib stitching; instead, fabric is at- with it. The Continental C90-8F struments in Lock Haven to be tached by means of clips, much (90 hp, flanged crankshaft, and refurbished and recalibrated, and like Martin clips. Fortunately, Tim original to the airplane) had just ordered newly cast rudder/brake had a sizable quantity made and in been overhauled, and a new prop pedals and other parts from Tim stock for his shop, and we bought was installed. I had my Cub, and Talen in Oregon, the acknowl- what we needed from him. the 90 would have worked really well on it, but for whatever reason I looked more into the airplane itself and found it was one of a kind and the bones were good. Then I thought maybe a re-cover and paint job might do the trick, but the wood trim was going bad, the interior was shot, and the brake system was impossible to repair (no parts), so little by little the no- tion of a complete restoration just sort of happened. My friend Pete said it could be a real tar baby. 2015 Look it up; he was right. The airplane flew with me for Fabric prep. 54 MAY/JUNE 2018 2014 Flight control cover. tion as possible, so we mounted Stripped down to the bones. dragging. What I didn’t see is all a ground plane and antenna be- the trimming and fitting and de- At the end of the first year, the hind the baggage area inside the tail work that goes into finishing control surfaces were covered and fuselage. It works; other stations a rebuild project. Despite the en- the wings were on their way. To report our transmissions are loud couraging signs, I was practically show that nothing is as easy as it and clear, and reception is good. I nuts at the end of the third year. I seems, the elevator trim actuator use a handheld radio since there missed my goal of taking the Ca- is an eccentric cam in a horizontal is no electrical system. det to EAA AirVenture Oshkosh plane, mounted inside the covered In the project’s third year, the 2016, which I thought was realis- elevator. It’s effective but com- many parts and pieces were fi- tic, but it was still on sawhorses. plicated. There were more than a nally coming together, and our Then, it was an airplane! The few of those why moments dur- shop owner said it looked “almost interior was tastefully redone, and ing this project. All the woodwork like an airplane.” Sheet metal, parts magically began coming to- other than the spars was replaced. stainless firewall, and careful re- gether just as Malcolm, the shop In the second year I had the pairs to the original nosebowl owner, said they would. The fin- airframe media blasted, base and and windscreen eyebrow took ished product was ready to test. epoxy primed, and had the fit- many hours and a lot of patience. After some last minute tweaks tings cleaned to be ready for re- We were 90 percent done, 90 per- and just short of the three and a installation. I wanted to be as cent to go. I was beginning to get half year mark, I flew my airplane close to the original configura- antsy. The project seemed to be home from Florida to North Caro- lina. There were still a few grem- lins and things to tighten and redo, but all in all I was happy with my new 1952 airplane. Along the way I met some great people, mostly over the phone, and had some useful information practically fall into my lap. One fellow, a retired Air Force major general, had a photograph on his wall at home that showed the original colors and paint scheme on his favorite airplane — the Ca- 2016 det he worked on part time at the CallAir factory when he was Fuselage cover. a high school student! (CallAir www.vintageaircraft.org 55 Interstate L-6. founder Reuel Call offered to sell duction certification followed. in 1945. Parts, supplies, and in- it to him for $2,800, but that was The total development cost was complete airframes were sold to more than a young man making only $15,000. Orders poured in, Reuel for his aircraft factory in 60 cents an hour could afford). and the airplanes were snapped Afton, Wyoming. One S-1A air- This airplane is one of a kind, the up as quickly as they could be plane was produced from Inter- only CallAir Cadet built. That produced; more than 300 were state inventories in 1950, and the alone makes it unique, but what delivered going into 1942, accord- Civil Aeronautics Administra- really seized me by the throat ing to U.S. Civil Aircraft Series by tion (the precursor to the FAA) was the history of the design and Joseph Juptner. These early air- required it to be designated an the people around it. planes went primarily to contract Interstate Cadet. Reuel bought schools under the Civilian Pilot the type certificates and produc- Interstate and Call Cadets Training Program. One gained tion rights from Harlow in 1952 The Cadet’s design was cre- fame as the “Pearl Harbor” Ca- and with this paperwork in hand, ated by a respected aeronautical det, flown by Cornelia Fort at the a pre-production prototype, the engineer, Ted A. Woolsey, and be- start of the surprise attack on the CallAir Cadet 90 — my airplane — came a project for fledgling air- Hawaiian naval base. was built under the family brand craft engineering students at the In late 1941, some of these name. This was the only CallAir Interstate Aircraft and Engineer- trainers were delivered as S-1A- Cadet built before the project ing Company of El Segundo, Cali- 65F (for Franklin engine) air- was shelved. fornia, in 1939. These young men planes, and in early 1942 others Tragedy struck the Call fam- started out not knowing anything were delivered as S-1A-85F and ily twice when, in 1968, Reuel’s about airplanes or aeronautical S-1A-90F models with increased business partner Barlow Call engineering, but they were eager horsepower. Juptner wrote that died in a midair collision while to learn and tackled their work these were considered to be the herding horses in his S1-B1 (ci- with enthusiasm. An account by best of the lot. vilian L-6). His son, also named one of those students revealed Civil aircraft production was Barlow, died five months later that they made their way sur- halted in 1942. The S-1A series in an accident. The heart had reptitiously to the ramp of the El airplanes under type certificate gone out of the Call’s Cadet pro- Segundo airport to take measure- A-737 were superseded by the gram. The remains of the Ca- ments of some of the airplanes beefed-up S-1B (L-6) series for det project were sold to William tied down there! the military under type certifi- “Big Deal” Diehl of Anchorage, Design, engineering, and certi- cate A-754. A military contract Alaska, in 1969, and production of fication testing proceeded and re- for 250 airplanes was fulfilled, an a higher-powered version of the sulted in the S-1 Cadet. Powered interesting drone project began S-1B called the Arctic Tern began. for its first flight in April 1940 and ended, and with that and the Only a few of these airplanes, by only 50 hp, it was quickly re- end of World War II, Interstate along with a couple of variants, engined with 65 hp. Re-engineer- was out of the airplane business. were built before the type certif- ing and then testing over four Interstate sold all production icates were sold to Bart Miller. months resulted in type certifica- rights, tooling, and jigs for both In 2006, Bart was killed when a tion in early 1941 as the S-1A. Pro- type certificates to Max Harlow piece of equipment toppled onto 56 MAY/JUNE 2018 pany after his war service as a civilian flight instructor for the military. He became president of Call Aircraft Company in the 1960s and remained a fan of the Cadet design even while his attention was focused on the home- grown CallAir and its variants. Reuel faced some big chal- lenges and addressed them the Reuel Call. way a self-made man would; when the market turned down- him while moving the production ward, he simply pulled back airline to New Hampshire. The type craft production to compensate certificates were then transferred and began looking for other ways to STOL Aviation LLC, Lebanon Barlow Call, Sr. to keep the company afloat. One New Hampshire, in 2007. answer was the CallAir snow car, certificates from Max in 1952. an enclosed predecessor to the Reuel Call Reuel started the Call Air- recreational snowmobiles we see Reuel was an American suc- craft Company in 1937 with his today. These were designed for cess story through and through. brother Spencer, who was chief winter rural mail delivery, for- He was born in 1908 in Afton and design engineer, and his uncle estry services, and predator con- was the founder of several com- Ivan. Together, and without any trol as well as recreation, and panies in addition to the Call Air- prior aeronautical engineering they were very popular. Powered craft Company. experience, they designed their with aircraft engines and pusher Reuel was a visionary busi- first airplane: the Call Model A. props, they supplied vital trans- nessman long before he became Some accounts state the airplane portation during the snow-cov- involved in the manufacture of was ready in 1940, others say it ered months. airplanes. He was in the truck- was in 1941; Jane’s All the World’s Another market for CallAir ing business and, later, was a Aircraft dates the first flight in airplanes opened up: agricul- pioneer in the marketing of self- 1941 on snow skis, which were ture. The A-4 had been re-en- service gasoline stations and con- also a Call design. Carl Petersen’s gined with a 150-hp Lycoming venience stores after he observed first-person account says the air- and was a real load-hauler as a people were buying gas and then plane received its approval for passenger plane. Reuel removed going to grocery stores for basic testing on December 7, 1941, af- the right seat and replaced it with items. He stocked his stations ter which the team took a lunch a hopper and distribution chute with bread and milk, and the in- break and heard of the attack on through the bottom of the fuse- ventories became increasingly Pearl Harbor. lage for crop dusting. The A-4 Ag varied as his Maverik Country With civil aircraft production was the first purpose-built ag air- Stores spread across the moun- curtailed during the war years, plane. A fellow in California was tain west, eventually supplied by the Calls kept their factory open found who had a good bit of ex- two oil refineries he also owned. and their employees working perience converting Stearmans Reuel received flight instruc- by repairing damaged airplanes and N3Ns for dusting and spray- tion in Idaho and Utah and earned from the Civilian Pilot Training ing, and Reuel brought him on his pilot certificate in 1932. One Program. Near the war’s end, the board. Herb Andersen became account describes a flight he Call Model A airplanes received an integral part of the Call Air- made from California to Afton their type certificate (A-758) on craft Company and was instru- in the dead of winter in 1933 in a July 26, 1944, and production be- mental in the certification of the Kinner Sportster, which Max de- gan as soon as parts and supplies CallAir A-5 Ag, A-9, and B-1 mod- signed. Thinking he might want became available. els. The airplanes were an immedi- to put the Cadet back into pro- An additional family member, ate success, so much so that CallAir duction, Reuel bought the type the elder Barlow, joined the com- dealers twice tried to buy the www.vintageaircraft.org 57 2017 company. The second attempt re- old American determination. Their company first became ac- sulted in a sale, and Reuel left his Call Aircraft was headquartered quainted with the design by re- airplane business to concentrate in Afton, and if that rings a bell building and servicing Cadets on his other ventures. it’s because in more recent years that were operated by training Reuel’s legacy lives on with the manufacturing for the Christen schools affiliated with the Civil- Star Valley Ranch Airport in Af- Eagle, Pitts Special, and Aviat ian Pilot Training Program. ton, which he founded. He died Husky are there. These compa- The Calls had an airplane of in 2002. nies are all heirs to the Call legacy. their own design that languished The Cadet was the perfect air- during war years when produc- Call’s Cadet plane for ranchers in the rough tion of civilian airplanes was cur- The CallAir Cadet was part backcountry of Wyoming in tailed. Their low-wing, CallAir wishful thinking and part good the minds of Reuel and Barlow. A-series airplanes were a big hit,

Reunion in 2017 at the Western North Carolina Air Museum.

58 MAY/JUNE 2018 Specifications Empty weight 871 pounds Max gross weight 1,250 pounds Fuel capacity 15 gallons Max speed 12 mph Cruise speed 100-105 mph Stall speed 38 mph able to operate effectively on comparatively low horsepower in the thin air above Afton’s 6,300-feet MSL elevation. To build their own airplanes, the Calls snapped up Interstate’s inventory of hard-to- get parts and supplies immediately after the war By the time they were in a position to go into production with the high-wing Cadet, the market was saturated with war surplus and postwar production airplanes from the four biggest manufac- turers (Piper, Taylorcraft, Aeronca, and Stinson — Cessna was coming on strong), and the opportunity was lost. Two Cadets were built with CallAir serial numbers. The first, in 1950, was built with all Interstate parts, and without the type certificate in hand it was badged as an Interstate. I do not know the status of that airplane. Only one pre-production CallAir Cadet was built, the CallAir Cadet 90 (officially S-1A-90C) with a 90-hp Con- tinental engine. It was issued a certificate of con- formity with type certificate A-737 and was later issued its own standard airworthiness certificate. The original engine survives with the airplane today. The original owner of record: Reuel. Mechanic Reuel’s Cadet was sold to a flying school in At- lanta in 1954, was resold to another school in North Reimagined. Carolina in 1955, and was then sold to two fami- EAA's WomenVenture is an annual celebration of lies in Black Mountain, North Carolina, in 1957 women in all facets of the aviation community. who kept it for 55 years with one short break in the middle. When the airplane passed to me in 2012, I July 25 Register online at: promised to keep in touch, and we all gathered in EAA.org/WomenVenture 2017 for a family reunion at the Western North Car- olina Air Museum in Hendersonville. The airplane flies regularly and is a popular conversation-starter at area fly-ins. Now, my stewardship of this airplane must come to an end. I regret I’m finding it harder to get in and out of the airplane at my age so I must find another pilot with a love of old airplanes to take it from here. The restoration of this airplane has been a labor of Presented by: love, and I’ve made sure the photo albums are full to remind me of a time when we — the CallAir and I — shared the pleasure of each other’s company. www.vintageaircraft.org 59 The Vintage Mechanic

ROBERT G. LOCK Part One: Maintenance and troubleshooting – ignition systems

First, let’s review the entire igni- be the point opening. The point tion system as installed on a typi- gap should be checked every 100 cal seven-cylinder radial engine. hours of operation. To check the The magnetos provide the spark; point gap opening (Figure 1), as- the switch either grounds one or sure that the magneto switch is in both magnetos or opens the cir- the OFF position and always treat cuit so both magnetos operate via the propeller as if the magnetos the primary (P) leads. The har- were HOT. Rotate the propeller ness carries high-tension voltage until the point cam follower is on to the spark plugs, and the ensu- the highest part of the cam lobe. ing arc that jumps the gap between At this moment the points should the spark plug’s electrodes ignites Figure 1 be opened to the maximum. Insert the fuel/air charge in the cylin- a feeler gauge to check for clear- der combustion chamber. Simple 29 degrees for the left magneto. ance. It is normally 0.012-0.014 enough. When everything works •If the magneto is not prop- inch for a Scintilla VMN mag- properly the engine runs smoothly erly timed to the engine, then the neto. If this clearance does not ex- and produces rated power. If one drop will be excessive (greater ist, carefully open the points and component causes a problem, the than 75 rpm) but the engine will check for pitting or burning. If outcome is anything from an rpm run smoothly. the points are good, using a small drop to a complete loss of power. •If the magneto has a shorted open-end wrench, loosen jam nut I’ve had ’em all! lead or if a spark plug is fouled, A and turn the points at B until the Let’s start with the magneto and the drop will be 150 rpm and the proper clearance is achieved. Hold cover some problems from rough engine will run roughly. In this the points at B with a wrench and running to not running at all. First case, leave the magneto switch tighten jam nut A to a snug torque. we’ll look at timing of the magneto on the roughly running magneto, Rotate the propeller so the mag- to the engine. The manufacturer even though the engine doesn’t neto moves through all four lobes, specifies the full advanced firing want to run well. After about 2-3 checking the point gap opening position in relation to crankshaft minutes, shut the engine off and at each lobe. You should always position and specifies the number check the spark plugs to find the check the magneto-to-engine tim- of degrees before top dead center one that is cold. Remove that plug ing after adjusting the point gap of the piston in the number one and inspect it for fouling. If the opening. If the adjustment was cylinder. The number one cylinder plug doesn’t appear fouled, put small, it may be possible to retime is always on the top of the engine the plug in the opposite side of the the magneto simply by loosening (for radials), and it may or may not cylinder and run the engine again. the three retainer nuts on the pad be the master rod cylinder. The If the magneto drop changed to and then moving the magneto in Wright R-760 uses 25 degrees, the the opposite magneto, then the the slot. If the magneto timing can- Lycoming R-680 uses either 30 de- plug is not operating. If the prob- not be reset by this method, it will grees or 34 degrees for front plugs lem stays with that particular be necessary to remove the mag- and 30 degrees for rear plugs, the magneto, then the lead is bad. neto and retime it to the engine. Pratt & Whitney uses 25 degrees, • If a magneto has some ex- •Figure 2) Checking the point the Jacobs L-4 uses 30 degrees, cess drop beyond the 75 maxi- gap on a Bendix SF7 magneto. The and the Continental W-670 uses 32 mum allowable but the engine point opening should be 0.010 inch degrees for the right magneto and runs smoothly, the cause might minimum, 0.012 inch desired, and 60 MAY/JUNE 2018 0.014 inch maximum. labor by doing this •Closely inspect the felt wick simple check. How- that lubricates the phenolic plas- ever, if the magneto tic point cam follower as it rides on is the culprit, it is the hardened steel cam. Points that best to remove it slowly lose their gap opening can and send it out for be traced to non-lubrication of the an overhaul. I know felt wick. Carefully apply a couple of no mechanic who of drops of oil to the wick at every will disassemble a 100-hour inspection to keep the magneto and try to wick lubricated and pliable. troubleshoot it. I •Check the points for burning replace points and or pitting. This is normally caused condenser, but that Figure 2 by a faulty condenser assembly. is just about all. The condenser keeps the points •If the magneto drop is around from arcing when they open, and 150 rpm and the engine runs excessive arcing will eventually roughly, the problem is most likely destroy the platinum surface by a fouled spark plug. Conduct a cold creating pits and valleys. If this cylinder check to locate the plug. happens, both the points and con- As explained above, run the en- denser should be replaced. gine on the rough magneto to iso- •If the magneto suddenly fails late the plug. Remove and replace, to operate, first check the connec- or clean, gap, test, and reinstall. I tions to the unit. Occasionally a P- usually keep a couple of spare good lead will chafe and cause a ground, spark plugs in the baggage com- so the problem is not in the mag- partment with necessary tools to neto, but in a wire that connects remove and replace them. With the magneto to the switch. (This 100LL fuel, spark plug fouling in commonly occurs as the P-lead these old engines is a continual passes through the firewall.) Or problem. I’ll address that in a fu- the switch may be faulty. I have ture column on maintenance. had both problems on occasion, so •Once in a great while a harness it is worth the time to inspect the lead will break down, causing an magneto switch and P-lead and as- indication of a fouled spark plug. sociated connections. I once ad- You can trace this by removing the vised on a 300-hp Lycoming R-680 cold plug and swapping it to the installed in a Stinson Reliant. The other bank of plugs. Run the en- Lycoming engine uses a dual mag- gine and if the problem moved to Figure 3 neto, which is essentially two mag- the other magneto, the problem netos incorporated into a single is the plug. If the problem stayed nesses the cigarettes may not be unit with a single drive shaft. One with the initial magneto, the prob- removable. You can gently pull the magneto worked and the other lem is the lead. Sometimes mois- lead while holding the cigarette did not. To remove the magneto ture will manifest itself in the end to check for contaminants. was a major job, just about requir- terminal end (sometimes called Sometimes I have found engine ing partial removal of the engine the “cigarette end” of the lead). oil in that area. Figure 3 shows the from the airframe. I suggested the Porcelain cigarettes were used on older-style shielded harness with owner check the magneto switch, all old shielded harnesses and are a removable cigarette (terminal instructed him on how to use an removable. If you suspect mois- sleeve) and elbow. It is this area ohmmeter, and turned him loose. ture in the lead, that is the most just above the shielding and cig- A phone call came indicating that likely place to find it. Remove the arette where moisture can cause the magneto problem was in the cigarette and dry the lead; then re- problems. I remember when I was switch. He saved a lot of money and install the cigarette. On newer har- young (probably around 17 years www.vintageaircraft.org 61 •Conducting a “cold cylinder” check can easily isolate spark plug problems. If the engine runs on the magneto that shows an above Figure 6 average drop in rpm, the plug not firing will be cold. In the military we used a grease pencil touched to the exhaust pipe to check for a cold cylinder. Another easy method is to tape a small cloth ball to a pencil, Figure 4 drop the cloth in water, and move to each cylinder, touching the exhaust pipe with the wet cloth. If I slowly and carefully bring the it is hot, it will sizzle; if it is cold, tangs to the correct gap, making the moisture will remain on the sure not to overshoot and make the pipe for a short period of time. The gap too narrow. Always use a wire plug will be so cool that you can gauge and never a flat feeler gauge. grab on to it. You have just found Figure 5 shows the correct method the faulty plug! When removing a to reset the gap in a spark plug. plug, should it be dropped to the •On a trip east, the Continental floor it should be discarded, so be R-670-5 engine began to have in- very careful. At the price of spark termittent rough operation. I tried Figure 5 plugs you should exercise extreme everything to determine what caution. Look into the firing end was happening—carburetor heat, of the plug (Figure 4) for traces of power changes, etc., but the prob- carbon or chemical deposits that lem persisted. We made a precau- bridge between the center elec- tionary landing at a nearby airfield trode and the plug body; you may and discovered that the left mag- old), it was necessary to hand- be able to detect a small carbon neto was running roughly, with prop the 450-hp Pratt & Whitney or chemical deposit from the fuel a large drop in rpm. I installed a engines. In the wintertime it was a burn bridging the gap. If this is the spare magneto, and we went on real drill because the oil was thick case, clean the plug, check the gap, our way. I later opened the bad and the engine very stiff. If the pi- and reinstall the plug. To equalize magneto and discovered the rotor lot didn’t keep the engine running wear, the spark plugs should be assembly was broken in two, thus once it fired, you could hand-prop removed every 50 hours of opera- causing the magneto to go in and until you were exhausted. The pi- tion, the gap reset, and the plugs out of timing to the engine. Relive the excitement lot, who also was my flight instruc- reinstalled, moving the front plugs • Recently the rpm drop of a tor, had been flying for years, and to the rear and the rear plugs to the Scintilla VMN7DF magneto con- I recall him saying that the spark front. I normally get at least 500 tinued to exceed the 75 rpm max- from this momentous day! plugs were “frosted over.” I main- hours or more of operation from imum, so an investigation was ® ® ™ tained that since there was fire massive electrode spark plugs us- conducted. The point gap open- Buy your offi cial EAA AirVenture Oshkosh 2017 inside the combustion chamber ing this method. The rear bank of ing was within limits, and the there was no way there could be plugs will wear greater than the points were in good condition. Saturday Spectacular DVD or Digital Video moisture on the plugs. He made front bank, and the rear plugs will There were no contaminants on me remove the front bank of plugs, tend to foul quicker than the front, the points, so the magneto was re- Standard defi nition DVD for $9.99* or digital video for $7.99. and sure enough, there was a little so this automatically cleans the moved from the engine and a spare water all over the firing end of the plugs and equalizes the wear. I set installed. Upon inspection of the CLICK EAA.org/Spectacular or CALL 1.800.564.6322 plugs. I took them into the hangar, the gap in massive electrode spark magneto I found the point return blew them dry with compressed plugs to around 0.016 inch to 0.018 spring had failed and the points *$9.99 is a member price. Nonmember price is $12.99. air, and reinstalled them. After a inch at each 50-hour oil change. I were not closing properly. Inter- few more turns the engine finally use a special gapping tool that can esting! You can see the broken © 2018 EAA started. Amazing! be purchased from all suppliers. spring in Figure 6. 62 MAY/JUNE 2018 EAA.ORG/SHOP • 800.564.6322 ALL PURCHASES SUPPORT EAA PROGRAMS AND PROMOTE THE SPIRIT OF AVIATION® Relive the excitement from this momentous day! Buy your offi cial EAA® AirVenture® Oshkosh™ 2017 Saturday Spectacular DVD or Digital Video Standard defi nition DVD for $9.99* or digital video for $7.99. CLICK EAA.org/Spectacular or CALL 1.800.564.6322

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