G FE RUA VO L. 34, No. 2 2006 C ON TENTS 1 Straight and Level by Geoff Robison
2 VAA News
5 Aeromail
6 A Silver Eagle A biography of E.M. "Matty" Laird by Robert G. Elli ott and Ed Escallon
12 VAA Hall of Fame 200S Inductee Richard W. Knutson by H.G. Frautschy
14 Perfecting Perfection: Tony Smith's Ultimate Jungmeister by Budd Davisson
19 An Annual Gathering of Howards at Hayward, Wisconsin The beasts visit the Northwoods by Sparky Barnes Sargent
25 2005 Tulsa Fly-In September 16-1 7, 200S by Charlie Harris
30 Pass It to Buck More tooling around by Buck Hilbert
32 The Vintage Instructor Isn't this fun? by Doug Stewart STAFF EAA Publisher Tom Poberezny 34 Mystery Plane EAA Editor-in-Chief Scott Spangler by H.G. Frautschy Executive Director/Editor H.G. Frautschy Administrative Assistant Jennifer Lehl 38 Calendar Managing Ed itor Ka thleen Witman News Editor Ric Reynolds 39 Classified Ads Photography Jim Koepnick Bonnie Bartel Advertising Coordinator Sue Anderson COVERS Ed itorial Assistant Isabelle Wiske FRONT COVER: The Bucker Jungmeister has long been acknowledged as one of the premier Copy Editor Colleen Walsh aerobatic aircraft of all time. Englishman Tony Smith has restored this example, finished in the disconcerting markings of a pre-WW·II German "flying club." EAA photo by Jim Koepnick, Director of Advertising Ka trina Bradshaw EAA photo plane flown by Bruce Moore. Display Advertising Representa tives: BACK COVER: Santos-Dumont: The Beginning of Everything is the title of this oil painting by accom Northeast: Allen Murra y plished Brazilian artist Mauro Jose de Godoy Moreira. Santos-Dumont is considered by his country Ph one 609·265- 1666, FAX 609·265-166 1 e·mail : tlJ/elmll"rny(al llill'/sprillg.com man to be the father of modern aviation, and his accompl ishments in both lighter-than-air ba lloons Southeast: Ch ester Baumgartner Phone 727-573-0586, FAX 727-5 56-01 77 e-mail; cb(wlIllI I®lIillcisprillg.col1l and dirigibles, as well as his work with the heavier-than-air 14bis and Demoiselle airplanes are honored by aviators and historians world wide. Entries for the 2006 EM Sport Aviation Art Competition Central: Todd Reese Phone 800·444·9932, FA X 81 6·741 ·6458 e·mail : lodd"" pc·mag.wm are being accepted . Visit www. airventuremuseum.orgj artj, call the EAA Museum office at 92()' Mountain &. Paci fic Keith Knowlton &. Associ ates 426-6880, or e·mail [email protected] for information regarding this year's event. Phone 770-51 6-2743, e-mail: kkllowlrol1@-'t'atl.org GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
To the past and to the future
By now you have all had the rience (www.wrightexperience.com). excitement of that day in 2003, opportunity to read and enjoy I, and my friends, I'm sure, had and the emotion of that moment the January Vintage magazine. I prepared ourselves to hear about came rushing back to my mind. am excited about what the added Scott's long and exciting career Then, to hear Scott explain in content has done for this truly as a test pilot and his experiences great detail the challenges he and wonderful publication. Kudos to in flying the North American X the team of pilots faced in prep H.G. and all involved. As good as IS with NACA/NASA's hypersonic aration for that event over two I think this publication is, it re flight program from the 1960s. years ago proved to be not only mains critically important that we Be assured, there was not a entertaining, but also fundamen all appreciate the challenges be hint of disappointment amongst tal to understanding the real chal fore us to continue this initiative all of these friends when Scott lenges they faced that cold and and step forward to spoon-feed the began telling his tales about the rainy December day in 2003. Scott EAA Vintage movement with inter challenges he took on in engag showed the audience a number of esting ideas and technical articles ing himself in this once-in-a video clips that were shot during to make it even better. Be assured lifetime opportunity. I personally their training, and one of them that your Vintage Aircraft Associa will never forget sitting on that of particular interest showed the tion greatly appreciates whatever hill at Kitty Hawk, North Caro venerable test pilot at the controls efforts the membership may pro lina, on that rainy and cold De of the 1902 Wright Glider being vide to this important initiative. cember day in 2003, awaiting the towed by a van. More than a dozen of my good rollout of the 2003 Wright FLyer. When the aircraft suddenly friends and I were privileged to And then watching it fly for a mi pitched forward, it struck the attend the 3rd Annual Wright crosecond in time and then flop ground with such force that Scott Memorial Dinner at Oshkosh on into that mud-covered field at was physically pitched out of the December 17th for the celebration the base of the Wright Brothers front of the machine into the of the 102nd anniversary of flight. National Memorial monument. grass and on his back side. Now, With well more than 200 avia As disappointing as that sounds, Scott was 82 years old when this tion enthusiasts in attendance, we you really had to be there to feel happened, and it was amazing to were all enthralled with the pre the excitement in the air among watch him jump right up, dust sentation made by Scott Cross the many thousands of aviation himself off, and then immediately field that evening. enthusiasts in attendance. begin to assess the damage to the I had completely forgotten that Yes, everyone was a little disap glider. Now, I got to tell you, this Scott was previously charged with pOinted, but for a myriad of rea old boy took a real tumble. the responsibility of evaluating sons. The conditions existing on Most guys his age would have the flight characteristics of the that day were far from ideal for taken an ambulance ride over EAA 2003 Wright Flyer and then a more successful end to such a an incident that severe. What's instructing the carefully selected momentous event. Remember, the your secret, Scott? You must be pilots in how to fly the machine Wrights got to pick their day; we still enjoying your Cheerios or as reproduced by Ken Hyde and didn't! Listening to Scott this past Wheaties each and every morn- his able staff at The Wright Expe December only reminded us of the continued on page 38
EAA AIRVENTURE OSHKOSH 2006, THE WORLD'S GREATEST AVIATION CELEBRATION-JULY 24-30 VAA IS ABOUT PARTICIPATION: BE A MEMBER! BE A VOLUNTEER! BE THERE!
VINTAGE AIRPLANE CALLING ALL WAYPOINTS Get noticed on the Sport Pilot Q&A EAA AirVenture website Every year, many facilities pro .I am flying with a special issuance of my third class medical vide special offers to EAA mem under Title 14 of the CFRs, Section 67.401. I desire to transi bers on their flights to and from tion to sport pilot status. What is required of me to do this? EAA AirVenture Oshkosh. We col Q lect listings of these valuable of :Your transition is simple! Simply let your FAA medical certificate fers and place them together on expire, at which time you automatically switch to sport pilot op the EAA AirVenture website as a A erations using your valid U.S. state driver'S license in lieu of the convenience to those planning a medical certificate. Remember that you need to restrict yourself to exer flight to the World's Greatest Avia Cising only sport pilot privileges and limitations while using your driver's tion Celebration. license in lieu of a medical certificate, and you are allowed to fly only air If you'd like your facility to be craft that fit within the definition of a light-sport aircraft (LSA). You also among the waypoints, FBOs, and need to continue to keep your flight review current. others listed on the EAA AirVen ture website, please send us your For more information about operating an aircraft that information, including name of qualifies as an LSA, please visit www.sportpilot.org/faq. business, airport, phone number, e-mail address, and any special of active aeromedical examiners and tions addressing all phases of the fers you'd like to announce. Send to volunteer their time to advise and as process, including enhancing the [email protected], and then watch sist on medical issues affecting pilots. quality of data input, minimizing for it on www.airventure.org. "These highly qualified individu or eliminating delays in the mul als, who are well recognized within tiple steps in the certification path EAA AIRVENTURE RIDESHARE the aeromedical field, have the ex way, reducing the input burden to Looking for a ride, or have a pertise and experience to address the [FAA's] Aerospace Medical Cer spare right seat for Oshkosh? Visit the issues and develop practical tification Division through the del www.airventure.org/rideshare. recommendations and solutions," egation of authority to aeromedical Poberezny said. examiners [AMEs], and pursuing CUTTING MEDICAL Poberezny noted that, during EAA other measures. CERTIFICATE BACKLOG AirVenture Oshkosh 200S last July, EAA cites a survey that indicates Pilots would see improved re the medical-certification backlog 94 percent of AMEs are willing to sponse times to their medical was the most commonly mentioned take on additional training and re certification and special-issuance topic by pilots during the annual sponSibility to address the problem. applications if the FAA adopts EAA Meet the Administrator session. Po "The EAA Aeromedical Coun proposed policy and process berezny commended the FAA for re cil has done outstanding work in changes. In a letter and supporting sponding to EAA members' appeal outlining the current situation and documents delivered to the FAA in for action by making a good-faith providing solutions. Enacting the December, EAA President Tom Po effort to address the backlog. Council's recommendations will berezny recommended solutions "We applaud the work the FAA streamline the processing of medi to the backlog of applications for has done, but its current effort is cal applications without compro aeromedical certification. Delays in not sustainable," Poberezny said. mising air safety." processing such applications, partic "The agency addressed the backlog ularly speCial-issuance paperwork, by redoubling its efforts-in other EAA SPORT AIR WORKSHOPS continue to be a vexing problem for words, working longer and harder. TO DEBUT IN DETROIT the FAA and the pilot community. With no additional resources or re EAA SportAir Workshops are Poberezny's letter to Nick Saba lief on the horizon for FAA, we coming to the Michigan Institute tini, FAA associate administrator of believe it must adopt reforms to of Aviation and Technology in regulations and certification, cites create a more efficient medical Detroit on April 22-23. conclusions developed by EAA's certification system." EAA SportAir Workshops provide Aeromedical Council. The Council The EAA Aeromedical Council all the training that will launch you is made up of EAA members who are reviewed numerous potential solu on the most satisfying and reward 2 FEBRUARY 2006 ing adventure of your life: building you need to make a correction, go ified within the last three years. your own aircraft. Workshops for to www.faa.gov/licensesJertificates/ If the entry says "In question" or this location include Introduction a ircrafCcertification/a ircrafCregistry/ "Undel Tri*," then you need to to Aircraft Building; Composite change_of-address/ and follow the call the FAA registry office at 866 Construction; Sheet Metal Basics; change-of-address procedures. 762-9434 or visit www.faa.gov/ Fabric Covering; and Electrical Sys Also inspect the"Aircraft De Iicen ses_certificates/aircrafccerti tems and Avionics. scription" information. Look for fication/aircrafCregistry/contacC "Holding our workshop program the "Status" in the right column. aircrafCcertification to determine at a location like the Michigan Insti If it says "Valid," then your records what you need to do. tute of Aviation and Technology is a are okay-the information was ver continued on page 39 real benefit for EAA members," said Charlie Becker, director of SportAir Prefer Grass Runways? Workshops. "They get to learn the ba sic homebuilding skills in a first-class Here's some help. environment so their entire focus can be on the hands-on training." If you have any questions, or to get the full 2006 schedule, call 800-967 5746 toll-free or visit www.sportair.org.
UPDATE AIRCRAFT REGISTRATION INFORMATION DEADLINE WAS FEBRUARY 1 Even though the deadline has passed, just in case you've missed it, you should immedi ately ensure that your aircraft's registration record is accurate and reflects the correct name As an EAA member (an important part of your VAA membership), you and current address. can use the EAA Flight Planner to chart your trip. Just click on the EAA As EAA reported in early Decem ber, the FAA announced on Decem Flight Planner link on the left side of the home pages at www.eaa.orgor ber 9 that it is asking aircraft owners www. vintageaircraft. org. to check their registration records As an added bonus, we have a handy list of airports in the United that online to ensure the accuracy of the information. The FAA and TSA be have grass runways and fuel service, compiled by VAA member Kris Kor lieve it is in the interests of national tokrax. First published in 2004, the list has been reviewed and updated security and aviation safety to en this winter by Kris, and is organized alphabetically and by sectional sure that only properly registered chart. Kris also includes airports that have grass and paved surfaces. aircraft operate within the National Airspace System (NAS). The vast ma The list is available as a PDF download at www.vintageaircraft.org. jority of aircraft owners are up to Kris flies a variety of old biplanes that are more pleasant to fly when date, but aircraft owners whose air flown from grass strips, and he and his buddies from Shelbyville, Illi craft registration information may be inaccurate have until February 1 nois, do their best to keep the old biplanes happy (and keep tire wear to correct it or face FAA action. to a minimum) by flying cross-country from grass strip to grass strip. To view your information, do the Finding fuel facilities can be a challenge these days, and Kris has dis following: tilled this airport information to be useful for like-minded grass-runway Go to the aircraft N number search page at http://registry.(aa. preferring pilots. This data was current as of the beginning of the year, gov/aircraftinquiry/NNum_inquiry.asp but we suggest you call ahead to confirm fuel availability and hours of and enter your N number (without operation. If you have any changes or additions, drop us an e-mail at the N) in the search block. When the information appears, first look [email protected] and we'll forward it to Kris. at the second section containing Our thanks to Kris for sharing his list with the membership. Let us "Registered Owner" information to know if you find it useful! ensure all information is correct. If VINTAGE AIRPLANE 3 Friends of the Red Barn Campaign Many services are provided to vintage aircraft en Your contribution now really does make a differ thusiasts at EAA AirVenture Oshkosh. From parking ence. There are six levels of gifts and gift recognition. airplanes to feeding people at the Tall Pines Cafe and Thank you for whatever you can do. Red Barn, more than 400 volunteers do it all. Some may ask, "If volunteers are providing the services, Here are some of the many activities the Friends of where is the expense?" the Red Barn fund underwrites: Glad you asked. The scooters for the flightline crew • Red Barn Information Desk Supplies need repair and batteries, and the Red Barn needs • Participant Plaques and Supplies paint, new windowsills, updated wiring, and other sundry repairs, plus we love to care for our volunteers • Toni's Red Carpet Express Repairs and Radios with special recognition caps and a pizza party. The • Caps for VAA Volunteers list really could go on and on, but no matter how • Pizza Party for VAA Volunteers many expenses we can point out, the need remains constant. The Friends of the Red Barn fund helps pay • Flightline Parking Scooters and Supplies for the VAA expenses at EAA AirVenture, and is a cru • Breakfast for Past Grand Champions cial part of the Vintage Aircraft Association budget. • Volunteer Booth Administrative Supplies Please help the VAA and our 400-plus dedicated volunteers make this an unforgettable experience for • Membership Booth Administrative Supplies our many EAA AirVenture guests. We've made it even • Signs Throughout the Vintage Area more fun to give this year, with more giving levels to • Red Barn and Other Buildings' Maintenance fit each person's budget, and more interesting activi ties for donors to be a part of. • And More!
Thank-You Items Name Listed: Donor Access to Special Two Passes Special Breakfast Tri-Motor Two Ti ckets Close Auto by Level Vintage, Web Appreciation Volunteer FORB to VAA FORB at Tall Pines Ride to VAA Parking & Sign at Certificate Center Badge Volunteer Cap Cafe Certificate Picnic Red Barn Party
Diamond, $1,000 X X X X X X 2 People/ Full Wk 2 Ti ckets X Full Week
Platinum, $750 X X X X X X 2 People/Full Wk 2 Tickets X 2 Days
Gold, $500 X X X X X X 1 Person/Full Wk 1 Ticket
Silver, $250 X X X X X X
Bronze. $100 X X X X
Loyal Supporter, X X $99 & Under - VAA Friends of the Red Barn Name______EAA #_____ VAA #_____ Address______City/State/Zip______Ph o ne ______E-Mail______Please choose your level of participation: __ Diamond Level Gift - $1,000.00 __ Silver Level Gift - $250.00 __ Platinum Level Gift - $750.00 __ Bronze Level Gift - $100.00 _ Gold Level Gift - $500.00 __ Loyal Supporter Gift - ($99.00 or under) Your Support $ __ D Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) o Please Charge my credit card (below) Mail your contribution to: EAA, VINTAGE AIRCRAFT ASSOC. Credit Card Number ______Expiration Date ___ PO Box 3086 Signature______OSHKOSH, WI 54903·3086 *Do you or your spouse work for a matching gift company? If so, this gift may qualify for '--______----l a matching donation. Please ask your Human Resources department for the appropriate form. Nam e of Co m pa n y -:-:-;---:--__----;:-:--;---:-:---;-_ ____;_~--;__:::_;;__;:_;;_:;_;;_____;____,;_;_;__:::_:_____:__;____,_:__: The Vintage Aircraft Associatiun is a non-profit educational organization LInder IRS SOlc3 rules. Under Federal Law, the deduction from Federal Income tax (or charitable contributions is limited to tile amount by which any money (and tile value o(any property other thml money) contributed exceeds tile vallie o(the goods or services provided ill exchange (or the contriblltion. An appropriate receipt acknowledging ),ollr gift will be sent to YOll (or IRS gift reporting reasons.
4 FEBRUARY 2006 IT'S A SWALLOW! After reading about In the last Reminiscing With Big the Lockheed Altair/ Nick story Uanuary 2006], you asked, Orion in this month's "What is it?" on page 9. Well, as I am Vintage, I just had to a connoisseur of Swallow airplanes, dig out two slides that I picked right up on this one. It is I took of that very air the near to the last Swallow built on plane at the Mantz fa the 1927 model airframe. The 1927 cility in California back model Swallows (ATC 21,50, and 51) in May 23, 1968. It car were assigned serial numbers 801 and ried Reg. No. NC12222, on. They were first advertised in No sin 180. vember 1926 and built through 1930. Occasionally I would No Swallow production list has been learn that it was sold at discovered, but I have gleaned the old auction to someone in registration lists and recorded most New Hampshire, where of them. The highest serial number it stayed in storage for found is 1042, NC430N, built in Feb quite some time, and ruary 1930 and powered by a Wright then was eventually ]-6-7. It was built under Group 2 Ap sold to Swissair, and fi proval, 2-186. nally after a beautiful 10283 caught my eye on the list restoration was put on by having Swallow serial number display at the transpor 1-R. I obtained its record from the tation museum in Lucerne. FAA to see if I could determine what In October 1991, I had the good fortune to be invited to speak on model it was. The record shows that Charles A. Lindbergh, in Lucerne, Switzerland, at the 41st Interline Sales it is a standard Hisso-powered Swal Marketing Conference. As soon as I had some free time I visited the low (like ATC 50), but in place of the transportation museum there, and low and behold, there was that very USA 27 airfoil, the Clark Y was used. Lockheed again, This photo of 10283 is the only one all done up in that I have seen. It shows that it is bright red. It had definitely a Swallow. There appears to been restored to be a little "customizing." The landing flying condition, gear legs are covered and the radiator and flown, and header tank has been moved from was just gorgeous. the upper front of the engine cowl to So I am enclosing the firewall, like the OX-5. both the slides and 10283 was registered to Bruce E. a couple of prints Raymond, Hammond, Indiana, Jan taken at Lucerne. uary 1930. It was never certified and Perhaps the mem always registered with an "ID" num bers would like to ber. On 10 March 1938 it was sold to see these pictures. W.D. Balser, also of Hammond. The Ev Cassagneres ID number was canceled on April I, Cheshire, Connecticut 1939, when W.D . Balser did not re new the registration. Maybe some reader will remem SEND YOUR COMMENTS AND QUESTIONS TO: ber Bruce Raymond or W.D. Balser VAA , LETTERS TO THE EDITOR and know the fate of this Swallow. P.O. Box 3086 Regards, OSHKOSH WI 54903-3086 Walt House, VAA Member OR YOU CAN E-MAIL THEM TO: [email protected] Curator, Kansas Aviation Museum Wichita, Kansas ......
VINTAGE AIRPLANE 5 A biography of E.M. "Matty" Laird
By ROBERT G. ELLIOTT AND ED ESCALLON
September of 1910, a 14-year-old lad of Scottish descent stood with a crowd Nof other curious spec tatorsI overlooking the Grant Park area of Chicago. Soon Walter Brookins, an early Wright brothers-trained civilian pilot, Matty Laird sat for Robert Elliott in his home at , on took to the air in a Wright Flyer, giv 20, 1976. He had been sorting through files, making a selection of his photo ing the Windy City its first aeroplane graphs to be used in the illustration of this article. Behind, on a mobile stand, is demonstration. Intently watching the his old engine from the Baby Biplane. flight, Emil Matthew "Matty" Laird tried to take in every motion and passed away in 1909, and to support farm implement fame backed the for sensation of the biplane as it roared his mother, two younger brothers, mation of the Aero Club of Illinois. slowly across the city's skyline. and a sister, Matty had gone to work The Aero Club served to concentrate The flight ended, but its impact in the First National Bank of Chi interest and efforts in developing would profoundly affect Chicago. cago as an office boy. Consequently, flying machines. Octave Chanute From the early pioneering develop his formal education had terminated became its first preSident. The en ments of its local citizens through with the eighth grade. thusiastic secretary, Harold Robbins, both historic air meets and aircraft Based on a few pictures available secured the services of Bill Stout that were built there, Chicago became and his vivid memory of that flight (later of Ford Tri-Motor fame) to fa a hub for the growing airline industry he had witnessed, he made a model ther the Illinois Model Aero Club. of this nation. of Brookins' Wright Flyer. Through Here, young people like Matty were Among those who would bring a slow series of methodical progres encouraged to learn and compete in lasting contributions to the aviation sions, he was able to achieve a sta aeronautical endeavors. industry was young Matty Laird, who ble flight from a hand launch with a One of the Aero Club activities was decided on that September day to fol smooth glide to a landing. sponsorship of the Great Chicago Air low in the footsteps of the Wright Fortunately for aspiring enthusi Meet of 1911. Aviators were attracted brothers and Brookins. asts, Chicago soon blossomed with from throughout the United States For someone of his age, back aviation activity. Businessmen such and Europe to compete for more than ground, and resources, it wasn't an as Charles Dickinson of Dickinson one hundred thousand dollars in easy path to follow. Matty'S father had Seed Co. and Harold McCormick of prizes. The air meet was a great suc-
Reprinted from Vintage Airplane July 1976
6 FEBRUARY 2006 Using a ramp for the launch, it wasn't long before he was making brief flights down the Chicago streets . .. much to the distress of the nearby school principal .. . who couldn't get his students back into class following these demonstrations.
Matty, on the left, prepares to launch a rubber band-powered model airplane while his friend looks on.
Glenn Martin, Max Lillie, DeUoyd Thompson, Katherine Stinson (the first of the Stinson family to learn to fly), Chance Vought, Ole Flottorp (the propeller manufacturer), Charles Day, Matty and his model Aero Club Young Matty's mind was fonning the shape of things to come while watching a friends Buck Weaver, Charles Arens, Wright Flyer Model B give Chicago its first look at man in the air. and later arrivals Otto Timm and Ed die Stinson, as well as many others. Consequently, with activity every where on the field, as well as com petitive events such as the Air Meet of 1911, a challenging environment developed, which proved to be most perfect for the course Matty had cho sen to follow. '"cr :5 Not all of the creations coming ~ out of Cicero were successful. Some ;:;; were monstrosities ... like the Um brella Plane, which hopped about like a kangaroo, attempting to be come airborne. Then there was Pop Keller's Multiplane, nicknamed The Golden Stairs to Heaven, which structurally collapsed early in its at tempted takeoff run, leaving Vene tian blind-like sections strewn about. In this early stage of aviation devel cess, with several world records estab moment possible, trying to learn ev opment, however, credit is due to all lished and well more than 200 hours erything he could from the participat who stuck with it. Their efforts en of total air time logged. ing aviators and their aeroplanes. riched the base from which success The air meet also served to high Chicago'S first airport, Cicero Field, ful ideas could be drawn. light the successes that early pilots was also sponsored by the Aero Club. Through model work and knowl were having with their aeroplanes. Cicero included a core of people who edge gained from his contemporaries, Young Matty was among those view would later become leaders in the in Matty'S aeronautical knowledge pro ers of this activity during every dustry, including Lincoln Beachey, gressed rapidly. In short order his ef-
VI NTAGE AI RPLANE 7 COURTESY E.M. "MAny" LAIRD The Baby Biplane lifts off the ground with Matty at the controls. This was his first version of this Baby Biplane, with the squared-off wingtips.
The third version of the Baby Biplane. Outer wingtips and stabilizer surfaces were now curved. In addition, near where his hand is rest ing was the bolted coupling that allowed the fuselage to be divided for shipment in crates to various exhibition sites. forts began to show real promise, as taught him reverse reac he began to win the model competi tions to what was required tions. Even in the bank, his designs in a normally rigged flying didn't go unnoticed. An embarrass machine. After a series of ing incident of a rise-off-the-ground ground runs, Matty finally model airplane launched in the lobby decided the time had come and landed upstairs near one of the for a flight. He released the corporate officers. This model flight blip switch on the engine, netted him cash orders for 20 more, and the small craft acceler to be used as Christmas presents, ated smartly. When things Matty seated proudly in the cockpit of his Baby Bi rather than disciplinary action. began to feel right, Matty, plane. Note the oil tank he mounted directly above When Matty felt he'd gathered suf having little idea of the the engine, allowing controlled amounts of oil to ficient knowledge from his models to sensitivity required, hauled be fed into the engine, thus helping to prevent ex know what was involved in manned back on the wheel abruptly cessive oil from flooding the upper cylinder areas flight, he set about building a glider to and was surprised when and fouling the spark plugs. be mounted about his bicycle. Using the little monoplane leaped a ramp for the launch, he was soon into the air. With the end of the field, had been doubtful as to the 12-hp making brief flights down the Chi and the power lines, coming up fast, monoplane'S ability to fly were quite cago streets ... much to the distress he wisely avoided attempting a turn, surprised when the performance of of the nearby school principal ... who but his subsequent over-control on the Baby Biplane exceeded many of couldn't get his students back into touchdown ended the flight some their own aeroplanes with three times class following these demonstrations. what unceremoniously as the flying the power. As a mark of excellence By late 1912, Matty had begun con machine went over on its back. even by today's standards, this craft's struction of a powered monoplane. In later flights Matty taught himself weight, when empty, was only 375 He located a 12-hp Franklin automo the basics of controlling the aircraft pounds. Its outstanding performance bile engine that had been converted by its attitude and the use-duration of was a foreteller of things to come with for aircraft service by AI Hofer. (AI later the engine blip switch. the later Laird Baby Biplanes ... named became one of Chance Vogt's expert Toward the end of the season Matty Solution and Super Solution! assistants.) With little to offer AI, ex lent the monoplane to a friend, who Matty flew the Baby Biplane in cept the promise of an aspiring young made the same mistake with the rud Chicago air meets, and his aeronau man, Matty negotiated the purchase der control as Matty had initially. tical capabilities attracted enough ac of the engine, without the assistance Substantial damage was caused by claim to draw him into the field of previously offered by the Aero Club's the ground loop that ended this last exhibition flying. Peachey's booking Charles Dickinson. flight, and the winter months follow agent set him up for his first engage The cost of a flying lesson was out ing found Matty and his friends re ment at Sebring, Ohio, on Septem of the question, so Matty set out to building the salvaged parts into a new ber 6, 1915. This exhibition was to teach himself to fly in the diminutive aeroplane called the Baby Biplane, a pay him more than he would make monoplane. His first lessons involved slab-sided, simple-looking craft whose working at the First National Bank for the use of the rudder control. Previ lines belied its excellent efficiency. several months, so he took a leave to ous experience in bobsledding had Those more experienced fliers who make the flying date.
8 FEBRUARY 2006 / The famous Anzani-powered Boneshaker. This early exhibition plane proved most successful and permitted Matty to build a respected name for himseH through his exhibition flights.
ceeded by a larger two-place Stinson's tour. Soon after these flights biplane design called the the government placed a ban on all ci Boneshaker, intended pri vilian flying due to the United States' marily for exhibition aer involvement in World War I. Matty obatics. A notable feature returned then to Chicago to enter St. was the automatic massage Luke's Hospital for further corrective that occupants received surgery to correct deficiencies result from the Anzani radial en ing from the San Antonio crash. gine. Performance was out After his release from this second standing, however, and it hospitalization, Matty concentrated was in this craft that Matty his efforts to build the Model S Sport Interior of early construction area showing Matty's instructed the first loop-the Plane he had designed in 1916 after shipping crates for the Baby Biplane, stacked in loop in the United States. the close of his exhibition tour. He sold the right comer. Matty lent the Bone several of them, including one to Bill Matty was on that leave of absence shaker to Katherine Stinson for the Burke, a Buick-Franklin dealer from until the day he died. first tour of an aeroplane inJapan and Oklahoma. Burke was so pleased with Flying engagements soon took China, and his creation became an in the aeroplane that he talked his friend Matty and his friend-mechanic Weaver ternational thriller overnight. Jake Mollendick, an oilman from all over the Central and Rocky Moun Success followed Matty from one Wichita, Kansas, into offering a finan tain states. Aerial photography, night engagement to another, as his fame cial arrangement in order to establish flying with flares on the aeroplane, as a youthful aviator was broadcast manufacturing facilities in Wichita. loop-the-loops . .. all soon became a by the newspapers of the day. Head The offer was attractive to Matty, standard part of his repertoire. lines featured him as liThe Fearless so he packed up and moved, bring The Baby Biplane was modified Scotch Aviator." ing his younger brother Charley and three times in successive years, with Tragedy struck in San Antonio, Walter Weber with him. Both Charley small improvements added to the Texas, during March 1917. Matty and Walter were employed in the pro wing design and engine's systems. was test-flying a tractor biplane Wal duction of the Model S. Interestingly, this ship was built to ter Brock had designed for Katherine At Wichita, Matty set up the first be disassembled into sections that Stinson. The aircraft went into a spin aircraft manufacturing concern in the could be packed into shipping crates that became flat. Spin recovery tech United States, devoted solely to non for railroad shipment between exhi niques were just being developed at military production. He began fabri bition sites. This design was among the time, and flat spins are not within cation of the first three-place design the first to be offered in plans for the normal controllability of aircraft. introduced in this country, the Laird homebuilders through Popular Me Matty was unable to regain control Swallow. The E.M. Laird Co.'s efforts chanics magazine and others, making and the plane spun down to a crash, literally opened the door for the huge Matty one of the early people to pick seriously injuring him. aircraft manufacturing complex that up the EAA theme. Basic information Upon his release from the hospital later developed at Wichita. packages, followed by more detailed in San Antonio some months later, It is difficult to place in proper per plans, were sold, just as many of to Matty filled a few exhibition dates spective the obstacles encountered day's designs are marketed. with Boneshaker, which had just re in the Swallow's production. Special In 1916, the Baby Biplane was suc turned from the Orient following ized aircraft material was not avail-
VINTAGE AIRPLANE 9 The laird Swallow that was flown by Shorty Schroeder on a nationwide tour for the Underwriters laboratories in 1921 to promote the regis tration of aircraft. This laird was the first registered aircraft in the United States. able in that locality, and tained within both a grain grader and aircraft building talents a wheat show building. To highlight were hardly commonplace the new company, a Model S was among the local citizens. placed on display in the Forum Mu Matty'S new factory nicipal Building during the annual was described as being wheat show. A laird Model S was displayed in the lobby of the the largest west of Buffalo, During this initial growth period wheat forum in Chicago, to call attention to the New York. His initial facil there were several personnel transi aircraft manufacturing activity of the laird Co. ity consisted of space ob tions. Burke returned to Oklahoma to take charge of his automobile agency. Weaver was hired as a demonstration pilot. Then, during the summer of 1921 when Matty and Weaver had taken a couple of Swallows out to the West Coast on a promotional tour, Walter Beech was engaged as a dem onstration pilot. Additionally, Lloyd and Waverly Stearman became em ployed in the Swallow production. Business had become a little slow in 1921 due to the post-war recession, but the E.M. Laird Co. continued to keep its fine product in front of the public. This was accomplished with laird Whirlwind: three-place, open-cockpit, Wright Whirlwind J5 220-hp engine. the help of the enthusiastic and co operative newspapers in that region, and such projects as the nationwide tour Shorty Schroeder completed for the Underwriters Laboratories, flying a Laird Swallow. This particular ship had been marked with the registra '"~ tion letters N-ABCB to promote the aJ ~ idea of registering aircraft. Thus the ~ Laird Swallow became the first regis ~ tered airplane in the country. ;: Many interesting historical devel if) ~ opments occurred during the pro 5 duction of the 43 Swa llows built. The ~~~~~~ ____~~______~______~~u Clem Whittenbeck standing beside his restored laird Junior Speedwing NXl0537 company trademark was a diamond at Tampa, Florida, in 1947. His laird was just one registration number less than with L-A-I-R-D across the upper edge the laird Solution. Matty flew the original version of this plane during the Na- and P-L-A-N-E-S across the bottom, tional Air Races of 1930 in Chicago at Curtiss-Reynolds Airport. continlled on page 36 10 FEBRUARY 2006
20 By H.G. FRAUTSCHY Like a lot of young people, Richard an Aeronca 11AC Scout. Next came a his first project, Doc's enthusiasm was "Doc" Knutson was fascinated with Stinson 108-2, a straight tail Cessna high. He had the aircraft flying again aviation and started building model 172, and on up through the popu in only five months, although there airplanes at a young age. He was born lar airplanes of the 1950s and '60s. were times he would have to peel fab in Cuba City, Wisconsin, in 1924, A couple of sons came along as well, ric cement off his hands before tak and, as a child, jumped at any oppor Dan and Paul. ing care of the next patient! Satisfied tunity to get to an airport to see the Years of building model airplanes with his results, he started restoring real thing. After World War II came had created an interest in restoring an Aeronca 7AC Champ next, and the schooling needed to make a living the real thing. The first project was a he never stopped after that. Over the as a chiropractor, but as soon as his J-3 Cub he located at the now closed years, Doc and his son Dan have re professional and family life with his Rainbow Airport in Franklin, Wiscon stored 22 airplanes. wife, Grace, allowed, he learned to fly. sin. It was 1967, and although the Even at age 81 he remains active The city of Lodi, where he lived, had fabric was weak, the Cub was ferri and can be found in the hangar, turn no airport, so he took flying lessons in able. The purchase price was $500. ing wrenches, mixing butyrate dope, Baraboo, Wisconsin, starting in June Doc had a two-story garage behind or doing whatever else needs to be 1953. Lloyd Bell instructed Doc in a his office in Lodi where he worked done. In addition to nearly two-dozen Cessna 140. on the J-3, and he was able to sneak aircraft restorations, Doc has restored With his private pilot certificate out between patients and get things about a dozen antique automobiles in hand, he bought his first airplane, done during office hours. Since it was and built countless model airplanes. 12 FEBRUARY 2006 If it flew, he was interested. These are just a pair of the Doc (far right) and a pair of other Lodi, Wisconsin, pilots started the many radio-controlled model airplanes Doc Knutson bui~ Lodi Lakeland airport in 1956. It remains in operation today, a pretty grass field nestled in the softly rolling hills just northeast of town. Doc has used the local airport to give rides to as many local folks as he could over the years. Long before the days of the Young Eagtes program, Doc made sure every youth within three counties got an airplane ride. He was an active member of the Civil Air Patrol until the squadron was disbanded. In addition, he was an Air Scout Leader. ~------. Right: A dapper young Richard Knutson. Below: Collage of airplane photos. Many of the airplanes Doc has restored. For most of the restoration projects, his Another fabric-covered Piper is attended to by son Dan assisted him. Doc has been a the local Lodi, Wisconsin, chiropractor, Doc judge for Contemporary aircraft at EAA Knutson. Known around the world within the AirVenture, since the category was estab Cub Club as one of the experts on the restora lished in 1993, and a judge at the Annual tion of fabric-covered Pipers, Doc still takes Sentimental Journey at the former Piper time to answer the occasional letter or phone factory in Lock Haven, Pennsylvania. call asking him for restoration advice. VINTAGE AIRPLANE 13 Perfectin Perfection: Tony Smith's Ultimate Jungmeister Budd Davisson Photos Jim Koepnick wasn't trying to restore it to orig inal condition," says Tony Smith II in his delightfully English accent. "I'd already done that a number of times to a number of different Buckers. Airplanes are meant to be flown, and as I found out from my first, very original Jungmeister, even the perfect air plane, the Jungmeister, isn't perfect. So, when I re stored this one, I improved those things I'd found to be less than perfect." Tony is talking about the Bucker Jungmeister (pro nounced young-my-ster; in English: young master) Bu-133 he'd flown down from his winter home on the Leeward Air Ranch in Ocala to the 200S Sun 'n Fun Fly-In, in Lakeland, Florida. He's a self-proclaimed "long range snowbird" in that he winters at his place on the Air Ranch but calls North Yorkshire, England, home. So, yes, his commute to his away-from-the snow refuge is longer than most. His route to the per fect Jungmeister is also longer than most. in everything from his Spitfire (since replaced with a Jungmeisters, in general, are a rare and highly sought Mustang) to his first and very original Jungmeister. after breed. Few, however, have such a long and won liThe Jungmeister is such a predictable snapping air derfully circuitous gestation. This particular one began plane that I would land, yank it off into a snap roll, with plastic model airplanes, which evolved into a busi and land again. I did over a thousand snap rolls prepar ness, gave birth to the likes of Mustangs and Spitfires, ing for that one." and finally began to shape itself from a pile of refuse One of the secrets to the Jungmeister's snap roll, and glimpsed in the dingy gloom of a west Texas hangar. part of its original 1934 design, is its rather unortho Tony Smith is well known in the United Kingdom dox (for a biplane) wing rigging. Where most biplanes partially because of the air show displays he has given have the top wing set up with a higher angle of inci 14 FEBRUARY 2006 dence than the bottom wing so the top one stalls first, The Olympic rings logo highlights the history of the Biicker which forces the nose down in a stall, the Jungmeis during the turbulent times prior to WWII, when aerobatics ter is exactly the opposite. The top wing actually has a were part of the 1936 Munich summer games. slightly negative angle of incidence, while the bottom wing is at zero. This contributes to the legendary abil Where the two-seat Jungmann was designed to teach ity of the Jungmeister to easily stop a snap roll any neophytes how to fly, the Jungmeister was designed where the pilot wants, with a minimum of fuss. This specifically to let them explore the absolute limits of is decidedly different than most other aerobatic air 1930s aerobatic flight. Champions around the world planes, which require finesse, practice, and sometimes chose the Jungmeister as their mount. just a little luck. Tony's a Welshman, and proud of it, and came VIN T AGE A IRPLANE 15 into aviation initially, as many do, "I had a big fuel tank installed through model airplanes. However, in the front seat, putting me 200 his first real exposure to airplanes pounds over gross on takeoff. The was anything but typical: joining longest over-water leg was 600 miles, the Royal Air Force (RAF) at 18, and this was before GPSs. Using a he became part of a special quick compass only, I was only 15 miles response safety team. off course when I made landfall. lilt was our job to parachute into liThe biggest problem of the trip an area needing instantaneous re was the politiCS and paperwork. The sponse, specifically crash sites or trip took 12 flying days, but I was lost nukes. We were moved all over gone a total of 21, with the rest be the world, but I spent much of my ing consumed filling out forms and time in the Middle and Far East, seeking permission to fly through moving from base to base as the foreign airspace." job required." Over the years, Tony quickly Tony spent seven years in the became something of a Bucker RAF. After that his passion for scavenger because, among other building plastic (polystyrene, actu things, he enjoys working on the ally) models led into his developing airplanes himself. a plastic packaging business that "I'm never happier than when consumed his life until 1985. paddling around in buckets of bu "I had always wanted to learn tyrate dope. Because of that, the air to fly, but the time and money just planes are never off my mind, and wasn't available. I was married in I'm always looking for parts. At that '69, had two girls, Katy and Saman time, a large percentage of the ex tha, and a boy, Jeremy, and just isting CASA Jungmann parts were couldn't fit flying in." owned by Marcus Bates, in Odessa, When he finally did start flying, he Texas, and it was while visiting him, went at it with something much more looking for an engine, that the sec extreme than a mere vengeance. ond Jungmeister got its start. /I He'd always wanted to build the liMy first airplane was a 90-hp Prior to that time Tony had ac "ultimate" Jungmeister, and when Super Cub, but in '87 I got my first quired a nearly 100 percent original standing in Marcus Bates' hangar in of four Jungmanns. It was a CASA ex-Swiss air force Bucker-built Jung Texas, sifting through piles of parts, with the Tigre engine, which I have meister and loved it dearly. Even his dream took some serious steps always thought was much misun so, there were things about the toward reality. derstood and underrated." airplane that he felt could be im II Although Marcus was selling He underscored his faith in the proved upon, but he wasn't going primarily Jungmann parts, while Tigre engine when he flew a Jung to modify such an original airplane. I was digging through his piles of mann from He had too much respect for history 'stuff,' I'd periodically run into a Darwin, to do that. Jungmeister part. When I started Australia, to looking closely, it became obvi England. And ..r':"-;;~__ ous that between what he had no, that's not a f!e-~iS_~" and what else I knew was avail typo. able, I had the makings for a com pleteJungmeister airframe with one exception, the basic fuselage." Lacking at least a rusted fuse lage for a pattern has stopped many restoration projects in their tracks, but Tony had a way around something as minor as a missing fu selage. Years ago, when a Jungmeis Short and a bit stubby, but oh so, well-mannered , the Biicker Jungmeister has ter crashed in the United Kingdom, been renowned for years for its amazing aerobatic qualities. Englishmen Tony master craftsman Mark Jefferies Smith has chosen to paint his Jungmeister in the nationalistic markings of a pre built a fuselage jig using drawings WWII Gennan flying club. acquired from Texan Frank Price 16 FEBRUARY 2006 The unusual control stick of the Jung Tony Smith dons his face mask with microphone before heading off on another en meister is center stage in the pilot's joyable flight with his Jungmeister. cockpit. The lightweight, multi-tube Tightly fitted control surfaces German construction of the Biicker is and, in the case of the rud also exposed to those who are privi der, a gap seal contribute to leged to fly the biplane. the well-balanced feel of the (why do Texans figure so promi Jungmeister's controls. nently in the history of German bi planes?). England's sport aviation Below: Wheel covers for air certifying organization, the PFA, planes have been given a va was heavily involved in that proj riety of names, but in this ect and, in fact, granted permission case, "wheel spats" cer for six fuselages to be built. The im tainly seems to fit the char portant part of this tale is that Mark acter of the Biicker. Jefferies is a friend of Tony's, and "In the end, we built there was at least one fuselage avail all new spars, ribs, and able. Problem solved. Sort of. rebuilt the ailerons. Ev "I collected as many of the bits erything else, however, and pieces as I could from Marcus including the alumi and found I had original wings, num tip bows, was ab landing gear, instrument panel, and solutely salvageable." tail, along with many other ancil When viewing an air lary pieces. Also, Bitz in Germany plane such as a Jung had a wide selection of parts, most meister and intending of which were new. II to fly it as often as pos The bushels of miscellaneous as sible, it's easy to see why semblies and broken wood were Tony wanted to make a taken to Tony's shop in England. few modifications. 1934 systems are the airplane fairly hard in aerobatics, "When we examined the wings not known for either their reliability weight was something we really paid closely, it became obvious that, or their suitability in today's operat attention to, which is why I got rid of while the fittings were all reusable, ing environments. the battery. It was just too heavy. At most of the wood was not." "The brakes, for instance, were the same time, we installed an auxil For those who haven't seen a terrible and would barely stop you iary power plug for the starter. Bucker taken apart, everything about at the gas pumps. We also installed "We also converted the old re both the wings and the fuselage liter a Christen wobble pump that in serve fuel tank to hold smoke oil ally screams "light, II which also trans cludes a quick drain and the ability and installed a really good smoke lates as "fragile." There are dozens to switch from a normal fuel tank system. After all, you can't have an and dozens of tiny tubes and sticks pickup to the flop tube for aero air show airplane that doesn't make of wood that are easily broken and batic flight. It's a very nice unit. lots of smoke." prone to environmental damage. "Since I was planning on flying One of the areas Tony felt really VINTAGE AIRPLAN E 17 needed improvement was the en conite that is only pulled up semi com, is the portal to a truly impres gine. The original seven-cylinder, taut with the iron before doping. sive endeavor. 160-hp Siemens was a fine-running The rest of the tightening is done Tony, who is an aviation addict of engine, but it was extremely lim by medium-tautening dope. the highest order, established RAC ited in its ability to pump the ponies "The paint scheme is that of on his airstrip that's located on the out, and things got quiet quickly a pre-war, civilian flying club, al site of the World War II Breighton when the nose came up and the though obviously we had to use a bomber base near Selby. It was to be speed went away. Here again, Texan U.K. 'G' number rather than a Ger a haven for pilots and enthusiasts Frank Price came to the rescue. (Tex man 'D.' I didn't have to re-register who felt stifled trying to engage in ans can't have an underpowered air it here because the FAA is very good their own brand of aeronautical fun plane. It's against state law.) about foreign registered airplanes on "normal" airports. The site has In the '60s and '70s Frank Price in the U.S. that are being operated grown to its current eight hangars was a larger-than-life air show fig by foreign owners. Their feeling is and more than 40 flying machines ure who always left the crowd that, if it's okay in the U.K., then ranging from Hurricanes, Spitfires, shaking its collective head over his it's okay here." Mustangs, and the like to a wide snap roll on takeoff in his 260-hp, The paint used was nothing ex range of antiques, including the ac Lycoming-powered Jungmeister otic. Just two-part automotive ure tual Percival Mew Gull that Alex clone. However, prior to the Ly thane with a little plasticizer mixed Henshaw used to set many records coming/Bucker, Price flew a 185 in. It looks terrific, but it should in 1939. It's also worth noting that hp, Warner-powered Great Lakes, be remembered that the airplane Tony's L-39 was the first certified in and the Warner was only slightly wasn't built to be a showpiece. It western Europe and that he and the larger than the Siemens in the was meant to be flown hard. Tony's airplane played a starring role in the Bucker, something that didn't es goal of performance and lots of fly opening scenes in the James Bond cape Tony Smith's notice. ing would be hampered by excess film Tomorrow Never Dies. "I located a 185-hp Warner Super weight, and paint is where most So what does a person who owns Scarab that had only 50 hours since airplanes pick up lots of unneces such exotics as a Mustang and Per a major overhaul. I put an Ellison sary weight. He clearly knows that cival Mew Gull buy next? Inasmuch throttle body on it that suppos pounds left on the ground are the as he has owned six Buckers, we're edly brings the power up to 200 hp. same as free horsepower. willing to bet the Bucker bug bites Since then I've put 200 hours on The airplane was restored in the again. After all, now that he has the it. Everything about it works great. United Kingdom and promptly ultimate Jungmeister, he has to own The oil system doesn't even flicker shipped to Florida, where the fly an ultimate Jungmann just so he when I roll upside down, which I ing weather is more fitting to an can share the world of the Bucker do a lot. After all, fun comes first." open-cockpit airplane. Even so, it with those not so blessed. According to Tony, when cov will eventually return to England, Will he ever sell his ultimate ering a Bucker, it's important to where Tony has established a flying Jungmeister? keep the general fragile nature of museum, The Real Aeroplane Com His comment, when asked, was, the airframe in mind because over pany (RAC), built around some of "This is definitely an airplane for taut fabric can actually crush it or his own airplanes as well as those of a lifetime." bend it out of shape. He used Ce friends. His website, www.realaero. We'll take that as a "no." ...... 18 FEBRUARY 2006 An Annual Gathering of Howards at Hayward, Wistonsin The beasts visit the Northwoods BY SPARKY BARNES SARGENT "They're beautiful, they're husky and strong, they Ed Moore, president of the Howard Aircraft Founda sound great, and you can put everything but the kitchen tion, recalls that their first gathering was held in Au sink in them!" quips Ellen Rippon with warm admira gust 2003 at Sawyer County Airport (HYR) in Hayward, tion and not a moment's hesitation when asked what Wisconsin. Eight Howards and about three dozen peo she likes about Howard DGAs, including the one that she ple attended that year, and the numbers doubled in and her husband, Ron, own. Laughing with a knowing 2004, when the gathering was moved just a few miles smile, Barbara Moore adds, 'They're exciting and they're away to the Cable Union Airport (both airports are on muscle machines!" This is the type of contagious enthu the Green Bay sectional, with 100LL available). siasm that you'll find prevalent among members of the In 2005, the number of aircraft was down a bit, but Howard Aircraft Foundation at their annual gathering in it was a successful and enjoyable gathering nonetheless. Hayward, Wisconsin, just before EAA AirVenture. Thirty-eight members, along with well more than a dozen The group's membership is sprinkled throughout guests, began arriving on Friday afternoon. After a hearty 49 states, with Howard owners located in 40 states. Al dinner and bunking down for the night in the rustic lodge though their membership is relatively small compared at the Telemark Lodge (which also has suites and 'condo to other type clubs, with 147 members and only 47 fly miniums available), Saturday morning dawned a bit over ing airplanes (plus a few projects), the group easily com cast, but fine enough for flying excursions to neighboring mands a presence whenever you happen to see them on Sawyer County Airport, where ground transportation was the flightline. And when you behold a handful or more provided to the Lund family's waterfront lake house and of these robust Howard DGAs-whether on the ground private seaplane base for the afternoon. or flying by-you won't be likely to soon forget the sight of Ben Howard's great flying machines, or the sound of The Lund Family their throaty 4S0-hp Pratt & Whitney radial engines. The Lund family plays a primary role in this gather ing; in fact, it was Al Lund who, after conferring with The Gathering some of the other members, decided to hold this annual This past summer, 10 Howard DGAs thundered over Howard gathering the weekend prior to EAA AirVen Northwest Wisconsin and descended upon the Cable ture. That way, the two events would dovetail nicely, Union Airport (3CU), adjacent to the Telemark Lodge, with pilots flying on to Oshkosh on Monday, following for a weekend of flying and socializing. This gathering a relaxing weekend with their comrades in Hayward. was the Howard club's third annual event for Howard "My feeling is there is no way that this fly-in would aircraft owners and enthusiasts. The number of How be one-tenth as successful if it were not for the Lund ard aircraft in attendance varies from year to year; family, " Moore proclaims, a sentiment felt by other VINTAGE AIRPLANE 19 members as well. Lund's sons, Jim, Dan, and Tom, cheerfully helped provide ground transportation from the airport to the lake shore, where Al and his wife, Lois, graciously welcomed Howard owners and their guests to enjoy delicious hand-prepared refreshments by the water's edge. But that's not all-this past summer Lund gener Leroy and Peggy Peterson arrive at Cable Union Airport in their ously provided the opportunity for folks to enjoy the ex-military Model 15P. rare experience of flying in his float-equipped twin Beech, while another member, Dale Walker, was hap pily hopping rides in his Howard DGA, also on floats. Saturday was capped off with the annual pig roast at Lund's hangar, back at the airport in Hayward. Lund enjoys having these folks gather at his home and hangar, explaining that the weekend is "for Howard own ers and enthusiasts, whether they have flying aircraft or projects, and whether they come by Howard, or another type of airplane, or drive," adding that he "expects that the event will continue as long as the Howard owners want to do it. The group also plans to have some regional Brian and Debbie Longwill in their Model 15p, wearing its U.S. fly-ins around the country, and right now we're planning Navy military colors as it did in its fonner life as a GH-3. one for West Yellowstone in September 2006." Paul Bjornstad flies his Howard near Cable Union Airport in Wisconsin. It isn't too often you'll have the opportunity to see a Howard on floats, but Dale Walker was giving buddy rides in his during the Hayward gathering. The Howard water taxis to the open lake waters for takeoff. Dale appears to be explaining the proper pitch attitude used during a water takeoff to his passenger. Joe Dudley's big, beautiful yellow Howard. Paul BJornstad'. Howard used to live In ""'1. Joe Dudley checks the oil level in his AI Lund and his family generously hosted Howard DGA. the annual Howard gathering for an af ternoon of fun and refreshments at their lakefront home. Jim Lund logged more than 170 hours on NC53386 during the past year. Lund, who first learned to fly in 1949, is himself quite an ad mirer of the Howard DGA, having bought his first one in 1968. "I al ways liked the airplane because I loved the way it looked. It's tough looking and massive! And of course, it's a good short-field airplane, a tremendous climber, and it's fast and comfortable." Today, he owns three airworthy Howards and one long-term project. And at least two of his children have acquired his affinity for flying-his daughter, Where there are Howards, you're sure to find Barbara and Ed Moore. Kristen, is a pilot, and his son Jim V I NTAGE A I RPLANE 21 Paul Bjornstad's 1944 ex·military Howard (GH·2) was the am· bulance version (with the multipurpose door). has recently discovered the joy of flying one of his fa ther's Howards. Pleasures and Challenges Jim Lund has been flying for only three years, but Dale Walker's Howard taxis into AI Lund's quiet and private cove. in the past year, he's logged 170 hours' flight time in NCS3386, a 1943 ex-military Howard DGA-1SP. He welcomed the transition from flying a Super Cub and a Husky to flying the larger Howard, and wears a con stant smile on his face when he talks about it. "Our fly ing partner and mechanic, Doug Erby, checked me out in the Howard on a grass strip here in Wisconsin, and we went around a bunch of times until I was comfort able with it. I felt confident when I soloed; it's a good, solid airplane, and I wasn't going to hurt it. The most challenging part of flying a Howard is the landings; I Ron and Ellen Rippon's handsome Howard DGA touches down make wheel landings because I feel it's easier on the at Cable Union Airport. airplane, and I can grease it in and very seldom get a bounce out of it. I've flown around Minnesota and Wisconsin in it so far and made one trip out to Aspen, Colorado, last fall." He heartily endorses not only the airplane, but the Howard Aircraft Foundation as well, and encourages others to "join, and get to know these people and network with them to learn more about the airplane and the available resources." Paul Bjornstad of Tennessee echoes Lund's feeling about belonging to the Howard Foundation. "It's im portant, simply because it's imperative that we pre serve these beautiful old airplanes. It's a good thing to be able to do something that is that important to One of AI Lund's three Howards-this one is a civilian Model 15P. aviation, and it's also so much damn fun flying it. For me, just looking at a Howard conjures up images of days gone by-Wiley Post, the Lockheed Vega, the air races, and Roscoe Turner. That golden age of aviation was spectacular and romantic in every regard as it ap plied to airplanes. My decision to buy a Howard oc curred long before I flew one, and my first flight in one was actually here at the fly-in , when I flew in Mark Lip trap's airplane. The Howard is as regal in practical ap plication as it appears when you look at it." Joe Dudley makes a similar confession, describing the Howard as "probably one of the neatest-looking airplanes Left: Mike Iverson hopped rides in AI Lund's float·equipped twin Beech during the gathering. 22 FEBRUARY 2006 The front two Howards are owned by Leroy Peterson and Mike Vaughan. Right: The Telemark Lodge is nestled between a golf course and runway amidst the evergreen-covered hillsides near Cable, Wisconsin. that I've ever seen. As for useful load, anything we put in it, it'll haul it with ease. It's a little bit harder to land in a crosswind because of the flat bulky side on it, but with good crosswind technique, it's a good-handling airplane. I make wheel landings because I have better visibility that way, and the airplane seems to like it better." Dud ley flies his ex-military Howard DGA-15P regularly from his home base in Oklahoma to fly-ins across the coun try, including Sun 'n Fun Fly-In in Florida; the Antique Aircraft Association's fly-in in Blakesburg, Iowa; and EAA AirVenture in Oshkosh, Wisconsin. After all, flying cross country in a Howard is a comfortable, fast ride-Dudley's aircraft generally averages about 160 mph. Care and Feeding Superfljte Mike Vaughan and his family (of Illinois) were look ----lk --- ing for an airplane that would carry them all comfort ably and have good range, decent speed, and plenty NO.1 of room for baggage. Their civilian Howard DGA-15P meets all those expectations for them. lilt's very com fortable in the air, and my son, Iven, switches seats .-..ING SYSTEM back and forth all the time on a long trip. As far as fly ~ --~ ing it, oh, I love it! It's easy to fly; landings can be chal lenging at times, but not bad-it's a typical tailwheel airplane. The Howard is one of the finest aircraft that YINTAGE I've ever had the privilege to fly, and I feel very lucky to be able to be the caretaker of it, for whatever num LANES ber of years I'll be allowed to do that." Super/lite's,. the perlect covering system lor your vintage aircraft Original manufacture~s colors are available. Vaughan flies his Howard about 100 hours a year and Irs easy to apply· only 3 steps! shares a realistic calculation of his operating expenses You get an award·winning, high·gloss finish with little elfort. Its chemical & bird stain resistant. $158 an hour. "I try to figure in investment (if you have Color matching is no problem! the cash, you're losing interest income, or if you borrow The finish retains its gloss and looks new for 20 years or more. money, you have to pay interest on it), maintenance, in Covering price for astandard vintage aircraft: approximately $3500 surance, gas, the whole works. The way I run it, we're PUrchase the entire kit and receive 10% off that bottom line. burning 23 gph and fuel costs are $3 plus, so that's sig No HAZMAT shipping leas II shipped UPS Ground! nificant. I do most of the maintenance myself, so I don't have a lot in that-I work with somebody who is an A&P. So the total cost varies from $150 to $200 per hour, de pending upon fuel prices and things like that." Susan Lyons also shares a humorous yet realistic continued on page 37 VINTAGE AIRPLANE 23 Oearfamn~ NASA is going to be at OON'nFUN. Icant wait! Love} d Your Pilot In Comman Purchase your tickets online at www.sun-n-fun.org thousands of aviation enthusiasts at the first of the 2006 aviation year. Lakeland Linder Airport (KLAL) Lakeland Florida C HARLIE H ARRIS OVer the weekend ofSeptember 16-17~ 2005~ the lI9th annual Tulsa Fly-In held in Bartlesville~ Oklahoma~ was blessed with great weather and a bumper crop ofbeau tiful airplanes. An added bonus was a special visit by Brig. Gen. David Lee c7ex~~ HiII~ World War IItriple ace and one ofthe most prominent members ofthe famous China-based Flying Tigers as commanded by Gen. Clair Chennault. More than a dozen forums were held during the weekend fly-in~ and a relaxing on the-field dinner was served and eltioyed both Friday and Saturday night. Let~s take a look at the highlights ofthe fly-in. Best ClassIc: 1946 Piper PA-12 Super Cl1Iiser NC92592 Scott Haggenmacher Jonesboro, Arkansas Best Contemporary: 1957 Piper PA-22-15O N7432D Joe Black Texas Best Experimental: 2004 (1935) Waco UMF-S NX14377 John Hudec Collinsville, Oklahoma Best Warbird: 2003 Scout Experimental SE.Sa N12SQB Jack C. Kearbey Tulsa, Oklahoma Fly-In Chainnan Charlie Harris visiting Tex and Mazie Hill in their book booth in the ex hibits hangar. Tex is 90 and one of the few surviving Flying Tiger aces from the early part of WWII. Aircraft parts exhibitor Dan Brown of Gardner, Kansas, thanking AVG and U.S. Air Force triple ace Tex Hill for his service to the United States in World War II. Tex's wife, Mazie, is seated next to Tex. VINTAG E A I RPLANE 25 Barney Petersen of Collinsville, Oklahoma, is well-known for his Fokker DV.II WWI fighter. This aircraft has been flown allover the United States for various appearances and fly-ins. Both his aircraft and Kearbey's SE.5a Scout appeared in the movie The Aviator. 26 FEBRUARY 2006 John and Kathy McMurray of Burkburnett, Texas, and their grand champion level Lus combe 8-E that was the pro totype 8-E. John is a retired U.S. Air Force colonel and is at present flying with the Red Baron Steannan team. Brian Launder arriving in his 1937 SR-9E Stin son Gullwing. Jack Kearbey's 2003 Scout Experimental SE.Sa was named Best Warbird. Jack is from Tulsa, Oklahoma, and devoted 10 years and 12,000 man-hours of time to construct this plans-built airplane. It is powered by an original Hisso IS0-hp engine and is au thentic throughout with many original SE.Sa parts and instruments. VINTAGE AIRPLANE 27 This exquisite 1977 Meyers' Little Toot is 28 years old and looks new as tomorrow. It has remained in designer George Meyer's family for nearly 30 years. The nine-ship Tulsa T-6 warbird team put on an extemporaneous arrival show on Saturday morning to liven up the air space. The T-6s fly a beautiful fonnation. This immaculate 1978 Corben Baby Ace was much admired by all who stopped to see the airplane. H's registered to Charles Parsons of Denver, Colorado. 28 FEBRUARY 2006 The Swift contingent was out in big numbers. This is Mark Holliday's polished 210 Swift. Mark is from Lake Elmo, Minnesota. Few fly-ins are privileged to host an airplane as rare as Dave Wheaton's 1945 NAA B-25J Martha Jean. Dave and his airplane are based at Tulsa's Riverside Airport and have attended the D0o little Raiders Reunion on a number of occasions. hese are the first tools you need to buy Twhen you re~cover your airplane. Anyone who has used them will tell you they're the next best thing to having one of our staff right beside you. The VHS tape and the DVD will give you the Big Picture, and the manual will walk you step by step through every part of the process. You're never on your own when you're using Poly~Fiber. www.polyfiber.com e-mail: [email protected] 800-362-3490 VINTAGE AIRPLANE 29 E.E. " BUCK" HILBERT More tooling around I'm still on the proper use of tools. up on the handle of his hammer, ting somewhere. We could chisel, I know I'm preaching to the choir in trying to literally push the nails into punch holes, shave material off an many cases, because I've gotten feed the work. The Swede finally called object to make something usable out back from some of our readers. Most the guy over and said, "Give me that of it, and even bore holes. of them are older friends who, like hammer." He then took his hand By shaping the chisel, we could myself, apprenticed or learned from saw and cut the handle off the ham carve, split, cut grooves, make bet "old guys" we worked with and for. mer and handed it back to him. ter handles out of wood for our tools, Man sure is inventive. I can just "What did you do that for?" the guy and even make utensils. imagine an early Neanderthal man asked. "Well, you weren't using all I don't know when the knife hitting something with his fist. that handle, so I just cut it off to get came into being, but here was an Ouch, that hurts! So the next time it out of your way." other tool that could serve many he hits something, he takes a rock in After that seminar there followed uses. Coupled with the hammer, it's his hand and bangs with it. The rock, lessons on how to properly use a now an axe or a cleaver. It could be not his hand, takes the beating. hammer. I learned something that used for scraping, cutting, or hack Next he uses a heavier rock. Then day as well, and every time I pick up ing, as a weapon, or as an aid in cut he somehow finds that if the rock a hammer I find myself remember ting not only the meat to eat, but has a pOinted end, it will do more ing that day, and the lesson learned. also the wood to do the cooking. damage or help break something That old Swede is long gone, but the We're on a roll now. more easily. houses he built are still there and so Put two knives together com He has already discovered the are the memories. bined with two levers working Lever. After some cogitation and The lesson: The lever gives the against one another, and we have several failures, he succeeds in at tool its advantage. From the cave a scissors. If we design them to do taching the lever (handle) to the man's axe to the pickaxe to all those a specific job, we can cut leather rock, and now he has a primitive specialized hammers, the lever prin or paper. Change them a bit more, axe. To pulverize things, he then cipal multiplies the force in doing and we can even cut metal. Now uses that same handle and a flat the work. One needs only to use that we have sheet metal snips. Change rock; now he has a hammer. leverage to his advantage. it a bit more, and we have shears, The hammer hasn't changed too We don't use too many hammers to do all sorts of jobs. We can cut much over the years; it has evolved in aircraft work. If you have to bang hair, sheer sheep, trim airplane fab for many jobs. There are plastic ham something into place, you aren't ric with a serrated or pinked edge, mers, dead beat hammers, ball peen doing it right. People who make ev you name it. Another tool devised hammers, claw hammers, framing erything fit, and fit properly, put air by man to make life easier. hammers, roofing hammers, sledge planes together. Analyze the situation I'm preaching again. Look at the hammers, mauls, peck hammers, and use the proper tool and means to job; decide what tool you need, and tack hammers, soft hammers, and get the job done and done correctly. then think of how best to use that special hammers for metal work. I'll Chisels and punches must have tool. Use that leverage to your advan bet you can think of many more I come next. Swinging a hammer in tage. Let the tool do the work while haven't mentioned. an attempt to hit a point could be you use your head. They say "clothes I have to laugh every time I frustrating, but if you took a pOinted make the man," but I say the tools think of a Swedish carpenter I once punch or chisel in one hand, placed make the man a man. worked for. We were framing up a it directly on the point of contact, Over to you, house, and he had hired a new man. and then hit it with the hammer, it He watched this man as he choked worked much better. Now we're get -;BtI.~ 30 FEBRUARY 2006 Chuck Mattraw Red lodge, MT • Flew an A-I Skyraider and A-4 Skyhawk in the Navy in Vietnam 1963-/968 • NASA research support pilot, 1974-/976 • Flew for TWA and retired from US Airways "The personnel at AUA are a pleasure to work with. They answer my questions promptly and provide the best insurance for the price. I couldn't be more satisfied." - Chuck Mattraw AUA is Vintage Aircraft Association approved. To become a member of VAA call 800·843·3612. AUA'. Exclu.'ve EAA Vintage Aircraft A..oelation 'n.urance Program Lower liability and hull premiums Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion parts endor.sementa - Diacounfl for daifn.free renewals carrying all risk coverages DOUG STEWART Isn't this fun? The pilot in the left seat beside me looked both ways, yoke. As we approached the 13S-degree point of the turn, clearing the area, and, after doing so, started to pitch up the pilot started a slow roll out of the bank. I noticed the and roll into a turn toward the Catskill Mountains, off rudder deflection was decreasing in direct correlation with to the west. In the distance, off our wing, a ski area stood the increase in airspeed as we continued our dive. With a out, its white trails engraved on the side of a mountain. little less than 10 degrees left before we had completed 180 Through the first 4S degrees of our tum, the pilot had been degrees of turn, the pilot started adding just a subtle bit of slowly increasing the pitch and forward pressure to the yoke. the bank. We were now banked The only way the nose As the ski area came abeam about 30 degrees, and the nose the wing opposite where it had had pitched up enough that if been at the start of the maneu we kept increasing the pitch, we of the airplane would ver, I noted we were back at the would probably stall. same altitude and airspeed as we The pitch did not increase, have stayed up was if had been when we started this but rather, the pilot maintained maneuver. The pilot now con the pitch right where it was as the pilot had added tinued the same maneuver all we continued our climb, slowly over again, but this time in the losing airspeed. The bank, too, just a bit more back opposite direction as before. stayed constant at 30 degrees. It was a mirror image of the I noticed the pilot was adding pressure.... As it was, previous climbing and descend more and more right rudder as ing l80-degree turn. As we we slowed down, to counter the the stall warning horn reached the 90-degree point of increasing left-turning tenden the turn, we were at the same cies. I was glad the controls were was intermittently altitude as the prior turn, and coordinated. If we stalled now, within S knots of the same air without all that right rudder, honking as the nose speed. Again the nose of the air we'd spin for sure. plane sliced down through the The pilot also continued to started its drop horizon as the ski area swung pull back on the control yoke. past. At the completion of the For as we slowed, and the eleva through the horizon. turn we were back at the entry tor (not to mention the rudder altitude and airspeed we had and ailerons) became less and less effective, that added when this whole maneuver had commenced. I had just back motion was necessary to maintain the pitch. witnessed one of the best lazy-eights I had ever seen. Just as the nose of the airplane was lined up with the The lazy-eight is one of the maneuvers required for the aforementioned ski area, it started to slice back down airplane, single-engine land, commercial pilot certificate. through the horizon. The pilot had judged this perfectly, It usually takes several attempts at flying it before it begins because the nose was not falling as a result of releasing pres to make sense. One of the big keys to understanding the sure on the yoke, but because the airplane had run out of maneuver is to be able to visualize exactly where you need energy. The only way the nose of the airplane would have to be at every point during its execution. Where you need stayed up was if the pilot had added just a bit more back to be relative to pitch, bank, airspeed, coordination, and pressure. But had that been done we might have stalled. As most especially the reference you picked off the wing at it was, the stall warning horn was intermittently honking the beginning of the maneuver. as the nose started its drop through the horizon. The lazy-eight, along with chandelles, eights on pylons, The pilot now started to release back pressure on the and steep nO-degree turns, make this particular certificate 32 FEBRUARY 2006 perhaps one of the most fun to obtain. I often teach these where you enter a turn in the opposite direction about maneuvers to clients who are undergoing their FAA Wings another pylon. training. But why wait until you're working on the certifi What determines your pivotal altitude (the altitude re cate or undergoing training to learn them? quired to keep the reference paint on your wing pointed to Because they're fun. And more importantly, because the reference on the ground) is your groundspeed. Thus, if they will teach you so much about energy management, there is any wind blowing, you will have to climb as your about the decay of flight controls as you slow down, and groundspeed increases with a tail wind and descend with a about coordination of your flight controls as you take your head wind. The turns will not be a constant radius around airplane out toward the corners of its operational enve the pylon, but an ellipsis, again, if there is any wind. lope. They will also get your attention out of the cockpit, One of the challenges is to not cheat with your feet, try forcing you to divide your thoughts between numerous ing to keep the wing on the pylon with the use of your things while teaching you to recognize and rely on the rudder. The maneuver is to be flown with the controls co seat of your pants to help you fly through the maneuvers. ordinated. One easy way to think about it is that if the py Take the chandelle, for example. It is a maximum-per lon is moving back behind the wing reference, you will formance, climbing, l80-degree turn. At the start of the need to pull back on the yoke (this will happen as the maneuver you roll into a 30-degree banked turn, add max wind shifts to a tail wind), and if the pylon is moving for imum climb power, and start pitching up. At the 90-degree ward (as you turn into the head wind), push forward on paint of the turn you should have reached your maxi the yoke. Simple instructions from simple folk like me. mum pitch attitude, which you will now maintain un All three of these maneuvers offer much to be learned. til the completion of the turn. If you haven't pitched up Even if you have no inclination to gain your commercial enough, you won't get high or slow enough by the end of certificate, learning these maneuvers will go a long way in the maneuver. On the other hand, if you have pitched too making you a better pilot. So go out and have some fun! steeply, you'll stall before completing the turn. Isn't that what it's all about? From the 90 to the 180, you slowly roll out, timing the rollout so that you just finish the turn as you hit 180 de Doug Stewart is the 2004 National CFI ofthe YeaT; a Mas grees. If you don't roll, slowly and continuously, from the ter Instructor and a DPE. He operates DSFI Inc. (www.dsflight. 90 to the 180, you might have to increase the roll rate at com) based at the Columbia County Airport (1B1)...... the end of the turn. On the other hand, if you roll too quickly, you won't complete 180 degrees of turn. And as you're trying to judge the roll rate to make it AERO CLASSIC just right, you also have to deal with an elevator that is "COLLECTOR SERIES" getting increasingly less effective as you slow down. So you'll have to be pulling back on the stick more and more Vintage Tires to maintain the pitch attitude achieved at the 90-degree point as you complete the turn. You also have to be adding New USA Production more and more right rudder. You'll be carrying maximum Show off yo ur pride and joy with a fres h set of Vintage Rubber. These power, pitched up fairly steeply, and constantly decelerat newly minted tires are FAA-TSO'd ing. Don't be surprised to find the rudder maxed out at the and speed rated to 120 MPH. Some completion of the turn. things are better left th e way they When the chandelle is done right, the stall warning were, and in th e 40 's and 50's, these tires were perfectly in tune to the exciting times in aviation. should be blaring and the first signs of a buffet should be apparent. Now you have to resume your original cruise Not only do these tires set yo ur vintage plane apart from the rest, but also look exceptional on all General Aviation speed without losing any altitude. Of course, as you ac aircraft. Deep 8/32nd tread depth offers above average celerate, those rudders are coming back to neutral. Wasn't tread life and UV treated rubber resists aging. that fun? As you learn to fly this to commercial standards, First impressions last a lifetime, so put these you will be learning not only about your airplane, but also bring back the good times..... about yourself. New General Aviation Sizes Avai lable: The last maneuver I'd like to discuss is eights on py 500 x 5, 600 x 6, 700 x 8 lons. This is a maneuver that teaches us about pivotal al titude as well as coordination and division of attention. If Oesser has the largest stock and the Walter Mitty mentality resides within, this maneuver selection of Vintage and Warbird might take you back to the Cleveland Air Races (or Reno tires in the world. Contact us for the younger folks). It is a ground reference maneuver with that requires you to circle about a pylon (in farm country TelePhone : 800-247-8473 or silos can make great pylons), keeping a reference point f{j 323-721-4900 FAX: 323-721 -7 888 DESSER , 6900 Acco St. , Montebello, CA 90640 on the wing painted at the pylon, and then breaking off TIRE &; RUBBER COMPANY 3400 Chelsea Ave , Memphis, TN 38106 the turn and flying a straight line for a short distance to Of Aviation Since .. ~ www.desser.com VINTAGE AIRPLANE 33 BY H.G. FRAUTSCHY THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA LIBRARY'S GARNER P. "EMY" EMERSON COLLECTION. WE'VE GOT A NUMBER OF PHOTOS IN THAT ALBUM THAT MAKE GREAT MYSTERY PLANES. I LOOK FORWARD TO YOUR REPLIES. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than March 10 for inclusion in the May 2006 issue of Vintage AirpLane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your name, city, and state in the body of your note, and put I/(Month) Mystery Plane" in the subject line. NOVEMBER'S MYSTERY ANSWER 34 FEBRUARY 2006 The November Mystery Plane, also from the Emy Emerson Col lection, brought forth a number of letters. Here's a letter (with photos) from Charles F. Schultz of Louis ville, Kentucky. The November Mystery Plane is the Stelling Amphibian buil t by the Cox-Klemin Aircraft Corp. in the 1920s. I am enclosing cop ies ofsev eral photographs that were given to me many years ago by Mr. Joubert "Juby" (pronounced you-bee) Lind strom, who was a draftsman with Cox-Klemin in the 1920s. He did not remember what the "N. V.A." meant on the rudder and doubted if there was ever a No.2. Come or the weekend The plane appears to have been a three-place job, and you will no BUILD FOR A LIFETIME tice in the picture with the men grouped at the left that under the HANDS-ON HOMEBUILDER WORKSHOP lower wing floats have been fitted . SCHEDULE As for the picture ofthe plane in the water, it is not known if this was a March 4-5 Dallas,TX • Fabric Covering • Sheet Metal Basics test run or a picture of a takeoff or • Electrical Systems & Avionics landing. I hope some of our fellow • Introduction to Aircraft Building members can fill us in on the his • Cas Weld ing tory of this plane. March 4- 5 Corona, CA • RV Assembly Lynn Towns of Holt, Michigan, sent us a bit more on the Stelling: March 11-12 • Sheet Metal Basics I have very little information about it, but the November Mystery Plane appears to be the Stelling Amphibian, • Sheet Metal Basics • Electrical Systems & Avionics which was built by the Cox-Klemin • Introduction to Aircraft Building Aircraft Corp. Cox-Klemin was lo • Composite Construction cated on Long Island, and the Grum man Aircraft Engineering Corp. was • Repairman (LSA) In spect ion- Airplane started il1 January of 1930 using the ----~-• Repairman (LSA) Inspection- Airplane original Cox-Klemin factory in Bald win, New York. ------i~------~• TIC We lding I found a good photo of the air 011 53 1973 plane page ofa book titled April 1-2 Calgary, Ab, • Sheet Metal Bas ics Those Fabulous Amphibians by Don Canada • Fabric Covering C. Wigton. The book's accompanying description ofthe aircraft doesn't seem to be accurate, but the photo clearly EAA SponAir ItLOEINs. has the following painted on the star Sponsors: TOI I, board bow of the fuselage: www.k1e1ntools_ STELLING AMPHIBIAN BUILT BY ~EAA . AI COX-KLEMIN AIRCRAFT CORP. 1-800-WORKSHOP rlllJl. 1-800-967-5746 Other correct answers were re WORKSHOPS.'811 ceived from Wayne Muxlow, Minne www.sportair.com apolis, Minnesota, and Wayne Van ---~--- Valkenburgh, Jasper, Georgia...... YOU CAN BUILD IT! LET EAA TEACH YOU HOW. VINTAGE A I RPLA NE 35 A SILVER EAGLE continued from page 10 while the city of manufacture, in this case Wichita, appeared in a band di viding the diamond horizontally. The spacing of the 'L' and the 'D' in L-A-I R-D was pretty wide-set at first, caus ing people to read the insignia as L.D. AIRPLANES. While this was undesir able as a trademark, it may well have been the beginning of the word "air planes," because prior to that era (and still so in England), flying machines Laird Speedwing (STD): three-place, open-cockpit, powered by Wright Whirl were referred to as aeroplanes. wind 330-hp engine. Among the many people to leave a lasting contribution to aviation history pany in 1923, taking with him two changes to the aviation business. while with Matty was Clyde Cessna. Laird Swallows as part payment for Among them, and most Significant, Cessna had done some early pioneer his business interest. Leaving Wich was the Air Commerce Act of 1926, ing work in the 1910 era, but had ita, he flew them down to St. Louis for requiring certification of pilots, air concentrated most of his subsequent the National Air Races. Entering sev craft, and manufacturers. Reflecting efforts on his farm in Rego, Kansas. eral events, he then carried passengers the thoughts of most in the indus His interest in aviation was re at the conclusion of the air meet. try, Matty felt it had come at a bad awakened by the purchase of a Laird He sold the Hispano-Suiza-pow time, just when business was really Swallow in the fall of 1923. He later ered Laird and fl ew the OX-powered in the growing stages. It did nothing combined efforts with Walter Beech and airplane back to Chicago. There, he for the manufacturers, other than Lloyd Stearman in the Travel Air Co. operated it commercially, carrying provide them with orders for a cou Central to the development of the passengers and flying photographers ple of aircraft. Complying with these aviation business growing up at to special events. Through these ef regulations cost the industry many Wichita was Matty's partner, Mollen forts he was able to capitalize a new thousands and thousa nds of dollars. dick. Mollendick was nuts about fly manufacturing plant in Chicago. Particularly exasperating for all the ing and thoroughly sold on it. He was Here, he produced a new line of com factories was the requirement to sub willing to put his money into foster mercial planes, starting with OX-S mit a stress analysis on airframes, as ing it also, but unfortunately, Mol powerplants and progressing through there were only a few persons out lendick's business methods reflected the larger Wright and Pratt & Whit side the Bureau, or within the mil his background as a well digger. He ney radials, synonymous with Laird itary manufacturing complexes, just wasn't happy unless he was ham airplanes in succeeding years. capable of performing the analytical mering away at something in the air After Matty left Wichita, Walter work involved. plane business, and unfortunately, he Beech and Lloyd Stearman remained Matty had long been a believer didn't always know how to go about with Jack Mollendick to bring out of testing subassemblies of his air it. One by one, through those early the Single-bay Swallow. They contin craft with various loading tests. He days in Wichita, the aviation greats ued on this project for about a year had personally flown each ship upon left the Laird Co. Matty's problems and then left to join Clyde Cessna in completion, taking it up and wring began during the period when he was forming the Travel Air Co. ing it out in his excellent aerobatic in California on the tour. Mollendick Matty's younger brother, Charles, style, a portion of its acceptance test. had hired a group of not-very-experi later headed up Mollendick's company Now, however, finding someone enced pilots, and within a short time, with not altogether satisfying results in in the Chicago area to perform the these individuals washed out a num bringing out the Super Swallow. Poor stress analysis work was difficult. Two ber of airplanes. Mollendick went through a long series engineers, Messrs. Green and Hei n Sales were somewhat depressed at of partners before finally becoming in rich, were engaged on the stress anal the time, and for Matty's portion of solvent. He passed away some years ysis work until Green left to work the partnership, these accidents were later in a sanitarium. A sad end for a at Ford's plant. Raoul Hoffman, an costly. For Mollendick, these accidents man who had been such a key in the early aero engineer, had previously didn't represent a serious hardship, as early formation of the aircraft manu been brought in to assist, but had left he had other sources of income. facturing and air travel industry. when there were some objections to Matty sold his interest in the com The late '20s brought many his calculation by the Department 36 FEBRUARY 2006 of Commerce's Engineering Depart Gathering of Howards ment. Finally, Heinrich was able to continued from page 23 learn enough from the others to complete the job and satisfy ATC re perspective on owning and operat course, the Howard Aircraft specifi quirements for the LCBs, LC-R, and ing a Howard, noting with a laugh, cation documents are public infor other special models. liThe cost of operation is outra mation and available online; they The late '20s brought racing and geous, and they're a beast to clean. have recently been updated to re record-setting activities into prom We gals get the cleanup duty! Seri flect the Howard Aircraft Founda inence as the barnstormers strove ously, we've really always enjoyed tion as the type certificate holder. for new sources of income and no the Howard just because of its mas We currently have no authority to toriety. Matty's airplanes, including sive size, the sound of that Pratt & manufacture airplanes or parts for the Junior Speedwings, Speedwings, Whitney 985, and all of the load it sale; we only own the design, but Solution, and Super Solution, were can carry." Her husband, Dennis, we can make data available to mem consistently among the fastest air says, II As soon as she gets out of the bers so that they can build parts to planes of the day. Excellent pilots airplane after a flight, she is check maintain their own Howard." who flew them were such person ing what needs to be cleaned, or al Benefits of membership ($30 an alities as E.E. Ballough, Speed Hol ready has a cleaning cloth in hand nually) currently include the in man, Bill Brock, Jimmy Doolittle, and is at it. I have to make her stop! formative quarterly newsletter, an Red Jackson, and Matty. Very few people, even pilots, real opportunity to network and social Characteristically, Laird planes ize how much time is spent getting ize with other members, resources were known for their ruggedness, these big guys ready to show off." such as knowledgeable mechan light weight, high speeds, and out ics and skilled pilots, and parts standing finishes. Consequently, Howard Aircraft sources. Moore makes it a point to they were widely copied in the in Foundation and be in touch with members, saying dustry. Many of the people who Type Certificates "any given month I'm talking to at later started their own manufactur Members of the Howard club of least five to 10 members, most of ing concerns found their interest fiCially formed the Howard Aircraft ten on the telephone. If a guy has a stimulated ... one of whom was Maj. Foundation in 1999 to acquire as problem finding an exhaust system Alexander de Seversky. sets such as Howard type certificates. for the airplane, I can send him Matty's company capitalization Moore explains that the previous to one of four longtime mechan did not permit becoming involved president, Dave Schober, initially got ics who can help with solving the in quantity production. His airplanes the Foundation going and still hosts problem. And so now, several years were largely custom-built, with an ar the Howard website. Soon thereaf later, I'm glad we got involved-for rangement that provided him a par ter, Moore was encouraged to be one thing, the group has grown, tial payment for the aircraft through come involved, and he and his wife, and even though it's a lot of work, several stages of completion. His cus Barbara, agreed to accept responsi it's fun and there are a lot of re tomers were largely oilmen, pub bility for the club newsletter. He's wards. For example, we've seen lishers, and industrialists who were been president of the Foundation people get enthused about building interested in owning lithe thorough since 2002 and notes that during the Howard projects or finishing their bred of the airways. II When Dickinson group's first gathering in Wisconsin projects after getting a ride in one secured the contract for the Chicago three years ago, lilt came up that the of the Howards at the gathering. I to-Minneapolis mail, he placed an or type certificates might be for sale. love the airplane, and I like what der for Lairds. Brock, Holman, and Many of our members made gener I'm doing. I have very good people Ballough flew this route initially, an ous donations, and the Foundation that I work with-and that's not activity which led to the formation of was able to buy the Howard type cer just the guys on the board of direc Northwest Airlines. tificates in October 2003." tors-it's a lot of the members; they Unfortunately, due to the eco The acquisition of the type cer are really good people. II nomic depression of 1929, the bot tificates was a significant milestone. If you're interested in learning tom fell out of Matty's market. Many Les Sargent, one of the Foundation's more about Ben Howard's fine flying of his customers began to lose their directors, explains that "owning the machines from the 1930s and 1940s, interest in flying, being diverted by type certificates means we have ac or for more information about the worries of tending their fading busi cess to all of the proprietary aircraft Howard Aircraft Foundation, contact ness enterprises. data, which is currently held by Ed and Barbara Moore via e-mail at the FAA in federal storage. No one, [email protected] or visit the Foun TO BE CONTINUED IN MARCH ISSUE however, knows where the original dation's website at http://members.aol. (Highlights of 1930) .... Howard drawings are located. Of com/HowardClub. .... VINTAGE AIRPLANE 37 STRAIGHT & LEVEL continued from page 1 The following list ofcoming events is furnished to our readers as a matter ofinformation only and does not constitute approval, sponsorship, involvement, control, or direction of ing. Anyway, I was impressed! any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the infor I can only hope I can survive a mation via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or tumble like that when I'm you're e-mail the information to: [email protected]. Information should be received four age. You can all still view Scott's months prior to the event date. wonderful Wright Memorial Din MAY S-7-Burlington, NC-Alamace County Airport (KBUY). VAA Chapter ner program on the EAA website 3 Spring Fly-In. All Classes Welcome! BBQ Fri Night, Acft Judging/ at www.uwex.edu/ics/strearn/eaa/ Banquet Sat Night. Info: Jim Wilson 843-753-7138 or eiwi/son@ Wright/ index.html. I know you'll homexpressway. net find it as interesting as I did. JUNE IS-IS-Bartlesville, OK-Frank Phillips Airfield. 20th Annual Biplane I have been having some trou Expo. Info: Charlie Harris 918-622-8400. www.bip/anesexpo.com ble getting inspired to write this JUNE IS-IS-St. Louis, MO-Dauster Flying Field, Creve Coeur Airport month's column. I really miss (lHO). American Waco Club Fly-In . Info: Phil Coulson 269-624-6490 , hanging around the hangar with rcou/[email protected] or Jerry Brown 317-422-9366, /brown4906@ all the visitors who tend to stop ao/.com, www.americanwacoc/ub.com by for a visit throughout the SEPTEMBER 22-23-Bartlesville, OK-Frank Phillips Airfield. 50th weekend. I' m only now realiz Annual Tulsa Regional Fly-In . Info: Charlie Harris 918-622-8400. ing they have occasionally pro www.tu/saflyin.com vided me with the inspiration SEPTEMBER 30-Hanover, IN-Lee Bottom Flying Field (641). 10th Annual needed to select a topic to cover. Wood, Fabric, & Tailwheels Fly-In. Come see what everyone is talking (Don't let that remark go to your about. If you love the good old says, then you 'll love this event. Info: heads, guys.) I must really be www.LeeBottom.com getting old, as I have previously stated, because I've become more and more intolerant of the win 2006 MAJOR FLy-INS ter months, so I rarely spend any For details on EAA Chapter fly-ins and other local aviation events, time in the hangar on these cold visit www.eaa.org/ events winter days. However, today it actually got Sun 'n Fun Fly-In EAA Mid-Eastern Regional Fly-In more than 400 P and the sun was Linder Regional Airport (LAL), Lakeland, FL Marion Municipal Airport (MNN), shining. So up went the hangar April 4-10, 2006 Marion,OH www.sun-n-fun.org August 25-27, 2006 door of the 120 (the previously mentioned snow is completely EAA Southwest Regional-The Texas Fly-In Virginia Regional EAA Fly-In gone right now), and I spent Hondo Municipal Airport (HDO), Hondo, TX Dinwiddie County Airport (PTB), more than an hour in the air. May 11-14, 2006 Petersburg, VA www.swrfi.org September 3D-October 1, 2006 This has proven to be all the in www.vaeaa.org spiration I needed today. This Golden West EAA Regional Fly-In will also likely be the last fli ght Yuba County Airport (MYV), Marysville, CA EAA Southeast Regional Fly-In before the cowling, doors, and June 9-11, 2006 Middleton Field Airport (GZH), Evergreen, AL www.go/denwestflyin.org October 6-8, 2006 wheelpants get stripped of their www.serfi.org paint. I finally found what is Rocky Mountain EAA Regional Fly-In likel y the root of my vacuum Front Range Airport (FTG), Watkins, CO Copperstate Regional EAA Fly-In problem on the 170. The filter June 24-25, 2006 Casa Grande (AR) Municipal Airport (CGZ) www.rmrfi.org October 12-15, 2006 on the vacuum regulator has rot www.copperstate.org ted and collapsed into the intake Northwest EAA Fly-In of the regulator. Not good! The Arlington Municipal Airport (AWO), u.S. Sport Aviation Expo fix is in the mill. Arlington, WA Sebring Regional Airport, Sebring, FL July 5-9, 2006 October 26-28, 2006 Let's all pull in the same direc www.nweaa.org www.sport-aviation-expo.com tion for the good of aviation. Re member, we are better together. EAA AirVenture Oshkosh Wittman Regional Airport (OSH), Join us and have it all. Oshkosh, WI For details on EAA Chapter fly-ins and July 24-July 30, 2006 other local aviation events, visit www. www.airventure.org eaa.org/events 38 FEBRUARY 2006 VAA NEWS *Note: "Undel Tri" means every owner needs not take any further continued from page 3 three years (triennial period). The action. Operators of identified FAA mails notices to registered air aircraft with quest ionable regiS Next, visit the aircraft "at risk" craft owners every three years to ei trations and/or no TSA required se website at http://registry.faa.gov/ ther update their information or curity measures/waivers will be (1) aircraftinquiry/NNum_inquiryUN. confirm what is posted to the regis notified of the defiCiency, (2) a pilot asp and enter your N number. In try. Those cards returned to the FAA deviation will be fi led on the opera most cases, the response will be as "undeliverable" have the "Undel tor, and (3) the operator may be de "Nxxxx is not Fo u nd," which Tri" entry, which means this file is nied access to the NAS...... means your information is up to also "at risk." date. If, however, your aircraft in The December 9 FAA notice also formation appears, that mean s mentions "and/or no TSA required your mailing information is in security measures/waivers.... " To your com pressor. Add Glass Beads or correct. See the above example check for either of these, visit TSA's other abrasive. Aim power gun for how to correct it. general aviation web page. At the (included) at part and remove rust, paint & scale quickly! An aircraft owner should per bottom is a series of TSA waiver Abrasivedrops into funnelwhere it form both searches. We've heard forms. If you have needed to apply is recycled. WORKSGREATI of examples where an aircraft does for any of th ose waivers, then your 22"d, 34"w, 20'/,'h work area. 22 gasteel ,14 ga steel legs. Requires !....~~~ not show up on the "at risk" page, information wi ll be up to date, as 7·20 cfm air @ 80 psi &shopvac. but appears on the normal regis the waiver request form will have try page (status line) as either "in your current aircraft information. question" or "Undel Tri," and both If a person does the checks and could trigger an FAA action. finds nothing wrong, then that Something to buy , Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (Le. , January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail ([email protected]) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 BABBITT BEARING SERVICE - rod THERE'S JUST NOTHING LIKE IT A&P IA.: Annual, 100 hr. inspections. bearings, main bearings, bushings, ON THE WEB!! Wayne Forshey 740-472-1481 master rods , valves, piston rings. www.aviation-giftshop.com Ohio - statewide. Call us Toll Free 1-800-233-6934, A Website with the Pilot in Mind e-mail [email protected] Website (and those who love airplanes) Airplane T-Shirts www.ramengine.com VI NTAG E 150 Different Airplanes Available ENGINE MACHINE WORKS , Warner engines. Two 165s, one fresh WE PROBABLY HAVE N. 604 FREYA ST., SPOKANE, WA O.H ., one low time on Fairch ild 24 YOUR AIRPLANE! 99202 mount with all accessories. Also www.airplanetshirts.com Helton Lark and Aeronca C-3 project. 1-800-645-7739 For Sale - 1939 Spartan Executive, Find my name and address in the 3500TT, 10 SMOH. 214-354-6418, Officers and Directors listing and call www.lpjetservices.com 1938 CESSNA AIRMASTER 1874TI, evenings. E. E. "Buck" Hilbert. 165 HP WARNER SUPER SCARAB, CUSTOM PRINTED T-SHIRTS for your 480 HRS, CURTISS REED PROP, flying club, flight shop, museum. Free Flying wires available. 1994 pricing. ALWAYS HANGARED , FRESH samples. Call 1-800-645-7739 or 1 Visit www.flyingwires.com or call ANNUAL $54,500 (707) 812-0300 828-654-9711 800-517-9278. OR (707) 480-1012 VINTAGE AIRPLANE 39 VINTAGE Membershi:Q Services Directory AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 O F FICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice· President Web Site: www.vil1tageaircraft.org and www.airvel1ture.org E-Ma il: [email protected] Geoff Robison George Daubner 152 1 E. MacG regor Dr. 2448 I.ough Lane New Haven, IN 46774 Hartford, W I 53027 EAA and Division Membership Services Flight Advisors information.. 920-426-6864 260-493-4724 262-673-5885 ci1ie{7025@'aol.c01 11 vaaflyboy Dave Clark Robert D. 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The use of these trademarKs and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. 40 FE B RU A RY 2006 Engineers from Ford and our Volvo Division working together on new safety strategies. The Ford Five Hundred and Mercury Montego have received the U.S. National Highway Traffic Safety Administration's (NHTSA) top five-star crash-test rating for front and side impacts - the only passenger cars tested to achieve this performance without the optional side air bags. Class-leading affordability and safety combine to make Five Hundred and Montego two of the most attractive large sedans for today's safety conscious consumers. Save Til11e, Save Money! Ford Motor Company, in association with EAA, is proud to offer their members the opportunity to save on the purchase or lease from one of their family of brands - Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover and Jaguar vehicles. In more ways than one, it pays to be an EPA member. Take advantage of the Ford Partner Recognition Vehicle Purchase Plan. The simple way to save hundreds, even thousands of dollars on your next vehicle purchase. Get your personal identification number (PIN) from the EPA website (www.eaa.org) by clicking on the EANFord Program logo. You must be an EPA Member for one year to be eligible. This offer is available to residents of the United States and Canada. Certain restrictions apply. Available at participating dealer s . Please refer to www.eaa.org or call 800- 843-3612. VOLVO ~ S mazca JAGUAR LINCOLN MERCURY