MARCH/APRIL 2018
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EcoSport Night Skiing Pages for EAA File: FSUV00867_FMFL3814000_Ski_Pg_R01.indd Date: 1-26-2018 3:55 PM Rev: 1 Galley: 1 EcoSport Night Skiing Page Ad for EAA Divisional Mag. Inks: Cyan, Magenta, Yellow, Black Client: Ford Division Engraver: None Fonts: Ford Antenna Cond (Light, Regular, Bold) Links: Park_QC Steps.eps (100%), 2018_ECO_s04_NightSki_Page_v5_ Ad #: FMFL3814000 Doc Scale: 100% R01_PPK.psd (CMYK; 300 ppi; 100%), FGBR_12GoFurther_4C_294_R01.eps Agency #: 1162312 Output Size: 100% (28.62%) Park #: FSUV-00867 Media/Type: Magazine Live: 6.875” x 9.5” Trim: 7.875” x 10.5” Bleed: 8.125” x 10.75” Note: This document utilizes the Pantone + color library
Park ADD: T. McCaffrey Creative Director: E. McClellan Direct Mail Ops: Legal: C. Curiston Park Designer: Art Director: M. Insua Art Producer: M. Romito Product Info: P. Landry Park PM: S. Watz Writer: E. Soules Account Super: P. Pennington Copy Editor: B. Choate Park Prod Artist: M. Kozikowski Print Producer: S. Brock Account Exec: A. Budchuk Traffic: M. Sullivan Vintage Airplane STAFF EAA Publisher/Chairman of the Board ...... Jack J. Pelton
Editor ...... Jim Busha Message From the President ...... [email protected] VAA Executive Administrator. Jan Johnson SUSAN DUSENBURY 920-426-6110...... [email protected] VAA PRESIDENT Art Director...... Olivia Phillip Trabbold ADVERTISING: Vice President of Business Development Dave Chaimson. . . . . [email protected]
Advertising Manager Sue Anderson...... [email protected] Remembering one of Vintage’s stalwarts VAA, PO Box 3086, Oshkosh, WI 54903 Website: www.vintageaircraft.org Email: [email protected]
As most of you know by now, the Vintage Aircraft Association VISIT lost one of its most stalwart and talented supporters last November www.vintageaircraft.org when Charles W. “Charlie” Harris went west. Just what did Charlie for the latest in information and news and for the electronic newsletter: Harris mean to aviation? I could write a book on this, but in the Vintage AirMail briefest of all descriptions I’ll just say this. Charlie began flying at the age of 16 while still in high school. Flying was a passion that continued throughout his entire lifetime. VINTAGE AIRCRAFT ASSOCIATION Charlie owned and flew many pristine airplanes over the years and, Current EAA members may join the Vintage at one time, owned as many as 14 airworthy airplanes. But there is Aircraft Association and receive VINTAGE AIR- much, much more to Charlie’s story. Let me just say that Charlie PLANE magazine for an additional $45/year. was “in” when it came to aviation. Not only did he fly airplanes EAA Membership, VINTAGE AIRPLANE and join aviation-based organizations, he also founded and/or magazine and one-year membership in the was a very active participant in them. Charlie was co-founder and EAA Vintage Aircraft Association are available chairman of the National Biplane Association from 1986 until its for $55 per year (SPORT AVIATION magazine not conclusion in 2009. Charlie also chaired the Tulsa Regional Fly-In included). (Add $7 for International Postage.) for 30 years. Charlie served in many different capacities for the Oshkosh- FOREIGN MEMBERSHIPS based Vintage Aircraft Association, serving on our national board Please submit your remittance with a of directors as treasurer, chairman of the executive committee, check or draft drawn on a United States and chairman of the hall of fame selection committee. After bank payable in United States dollars. Add retiring from our board in 1988 Charlie, as director emeritus, required Foreign Postage amount for each was still very heavily involved penning many of our letters to the membership. membership as well as writing other important communication articles. For me, as the newly elected president of VAA in 2017, Membership Service Charlie’s counsel was invaluable. PO Box 3086 Charlie received many distinguished honors in his life, including Oshkosh, WI 54903-3086 (but not limited to) induction into the Oklahoma Aviation and Monday–Friday, 8:00 AM—6:00 PM CST Join/Renew 800-564-6322 Space Hall of Fame and the EAA Vintage Hall of Fame. But to [email protected] Charlie, his crowning achievement, and some of his greatest treasures, were the friends that he made throughout his life. EAA AirVenture Oshkosh www.eaa.org/airventure Charlie once said that he “considered himself to be one of the most 888-322-4636 continued on page 6 www.vintageaircraft.org 1 Vol. 46, No. 2 CONTENTS MARCH/APRIL 2018 12 34 Charlie W. Harris Fruitful Flying Memories of a Vintage mentor, friend and steward The flying farmer’s family Champ by Sparky Barnes Sargent 22 Homecoming Celebration 42 The Cessna 195 turns 70 The Gathering of a Little-Known Clan by Jim Busha Twin Bonanzas at AirVenture 2017 by Budd Davisson 52 For the Fun of It! Applying the Midas touch to a 1965 Alon A2 Aircoupe by Sparky Barnes Sargent
2 MARCH/APRIL 2018 MARCH/APRIL 2018 COLUMNS 1 Message From the President Remembering one of Vintage’s stalwarts Susan Dusenbury
6 VAA News
8 How to? Tram a wing Robert G. Lock
10 Good Old Days
60 The Vintage Mechanic Troubleshooting techniques - learning the system Robert G. Lock
64 VAA New Members
COVERS FRONT COVER: A pair of shinny CE195’s cruise over the Kansas countryside celebrating 70 years of the type. Photo by Jim Busha. BACK COVER: Jim Younkin and Charlie in front of Jim’s Mr Mulligan. Photo by Bonnie Kratz.
For missing or replacement magazines, or any other ANY COMMENTS? membership-related ques- Send your thoughts to the tions, please call EAA Member Vintage Editor at: jbusha@ Services at 800-JOIN-EAA eaa.org (564-6322).
www.vintageaircraft.org 3 TM CONNOR MADISON CONNOR Friends of the RED BARN 2018
In the fall of 2001, two of the Vintage Aircraft Association’s most effective officers created a program with the goal of having dedicated members support improvements to the Red Barn and all that the Red Barn represents. These two individuals were then- president Butch Joyce and VAA treasurer Charlie Harris. The idea behind the program not only included physical improvements to the Red Barn, but also offered a means to support and expand VAA’s programs for members and their guests during the EAA convention. Over the years the Friends of the Red Barn has enjoyed a high level of success, which Ihas allowed us to make much-needed structural repairs to the Red Barn itself while developing and expanding programs for our guests at Vintage Village. As our flagship building, the Red Barn has served us well as a meeting place where old friends meet to renew their friendship and as a gathering place where you are certain to make new friends. The Red Barn is the home to Vintage hospitality and now houses an area depicting the very interesting history of the Red Barn. New to the Red Barn in 2018 will be a tribute to our Hall of Fame inductees and to those individuals who were so instrumental in the founding and early success of our organization. Interestingly, a large majority of the Red Barn’s supporters have been involved since the very first year of the Friends of the Red Barn program. Vintage is extremely proud of these dedicated members and supporters. They are at the very foundation of what we are working towards in the vintage aircraft movement. These donors are directly responsible for the Friends of the Red Barn’s success and for making the Red Barn the focal point of Vintage Village, with all of the gracious hospitality that the Red Barn is so famous for. We are very proud of the fact that this VAA treasure — the Red Barn — was member created and is member maintained, principally through our Friends of the Red Barn fundraiser program. Our Vintage area has over the years grown from one dilapidated and abandoned barn into an entire village filled with interesting and fun places to visit. And yet, there is much, much more to be done. With your help, every year we will provide our members and guests with an ever more broadened fun-filled and interesting experience. All of the supporters’ names are listed annually at the Red Barn and in the pages of Vintage Airplane magazine. Please stand tall and join us in Friends of the Red Barn. You will be forever proud and happy that you did. Susan Dusenbury, President Vintage Aircraft Association
4 MARCH/APRIL 2018 CALL FOR VINTAGE AIRCRAFT ASSOCIATION
Nominate your favorite vintage aviatorNominations for the EAA Vin- the present day. His or her contribution can be in the areas tage Aircraft Association Hall of Fame. A great honor could be of flying, design, mechanical or aerodynamic developments, bestowed upon that man or woman working next to you on administration, writing, some other vital and relevant field, your airplane, sitting next to you in the chapter meeting, or or any combination of fields that support aviation.The per- walking next to you at EAA AirVenture Oshkosh. Think about son you nominate must be or have been a member of the the people in your circle of aviation friends: the mechanic, Vintage Aircraft Association or the Antique/Classic Divi- historian, photographer, or pilot who has shared innumerable sion of EAA, and preference is given to those whose ac- tips with you and with many others. They could be the next tions have contributed to the VAA in some way, perhaps VAA Hall of Fame inductee — but only if they are nominated. as a volunteer, a restorer who shares his expertise with The person you nominate can be a citizen of any coun- others, a writer, a photographer, or a pilot sharing sto- try and may be living or deceased; his or her involvement ries, preserving aviation history, and encouraging new in vintage aviation must have occurred between 1950 and pilots and enthusiasts.
To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Think of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.
We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame, nominations for the honor are kept on file for three years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Jan Johnson VAA PO Box 3086 Oshkosh, WI 54903 E-mail: [email protected] Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: •Date submitted. •Name of person nominated. •Address and phone number of nominee. •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. •Address and phone of nominee’s closest living relative. •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fields in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.
www.vintageaircraft.org 5 Message From VAA News the President continued from page 1
fortunate men who has ever lived,” and that’s completely understandable. Charlie lived his dream. In recognition of Charlie’s exemplary life and selfless dedication to aviation, and to vintage aviation in particular, your Vintage Aircraft Association officers and board of directors have unanimously chosen to dedicate Vintage Park in Charlie’s memory. Vintage Park will be renamed AirVenture 2018 Events — Mark Your Calendars the Vintage Charles W. Harris Another exciting year is being planned for the Vintage area Memorial Park at a ceremony at AirVenture 2018. Check the list below to find many exciting during AirVenture 2018. The activities you will want to put on your day’s schedule. dedication will take place on •Vintage milestone anniversaries: Cessna 170, Swift, Hatz Biplane, Monday, July 23, at 11:45 a.m. If Cessna 175. all of you remember, this park •100th anniversary of the WWI Aircraft encampment. is located on the western part •Travel Air Barnstormers Tour Planes. of the Vintage area immediately •Dedication of the “Vintage Charles W. Harris Memorial Park,” behind and west of both the Monday, July 23, 11:45 a.m. Followed by annual Ice Cream Social. Vintage Hangar and the Vintage •VAA Town Hall Meeting. Meet and talk to the VAA officers and di- Red Barn. It’s not to be confused rectors over coffee and doughnuts. Monday, July 23, 8-9:00 a.m. with the Bill & Myrt Rose •Vintage Day, VAA Fundraiser, Wednesday, July 25, 11:30 a.m-1:30p.m. Memorial Park, which is located Hot dogs and apple pie served at the Vintage Tall Pines Café. to the east of these buildings. •Vintage Bookstore. Many “new” old books. Open Monday-Friday On another note, I am 9:00 a.m.-4:00 p.m. always happy to hear what our •Vintage Red Barn. Enjoy lemonade and popcorn on the hospitality members are thinking with side, and visit the information desk and VAA history display. regard to VAA. On Monday, July •Vintage in Review at Interview Circle. Bill and Myrt Rose Park. 23, from 8 to 9 a.m. your officers Monday through Friday 11:00 a.m.-noon. Followed by OX-5 en- and directors will be hosting a gine run. town hall meeting in the Vintage •Tall Pines Café will be open for breakfast and lunch on Saturday, Hangar. This is your opportunity July 21, and Sunday, July 22, prior to Monday’s AirVenture open- to express your thoughts and ing day. our opportunity to hear them. •Starting Monday, July 23, the Tall Pines Café will be open for This is also your opportunity breakfast from 6:30 a.m.–9:30 a.m. to enjoy some of our famous •Annual Business Meeting. Wednesday, July 25, 5:00 p.m. at the Tall Pines Café doughnuts with Vintage Tall Pines Café immediately followed by the Annual Vin- coffee. We look forward to tage Picnic at 6:00 p.m. seeing you there. 6 MARCH/APRIL 2018 Barnstormers near! Barnstormers far! Barnstormers from the past! Barnstormers of the future!
The American Barnstormers Tour cannot wait The goal of the tour is to extend fellowship, to to see you all this summer! Tour dates are now bridge a gap between the modern day and aviation confirmed for the three-week event leading up history, to allow folks immersive flight experiences to 2018 EAA AirVenture. Whether you chose to in the biplanes, to draw communities to their join in the fun for a day, for a flight from venue local airports, to tell the story of the modern day to venue, or for longer, we invite our Vintage barnstormers through documentary filming efforts, friends to be a part of this historical display of and to act as ambassadors to the vintage aviation Travel Air biplanes. Drive in or fly in to enjoy a community. static environment, featuring a Travel Air D-4-D This tour is blessed by the support of our (or 2), a Travel Air 4000, a Travel Air D-4000, a national sponsors, including: Concorde Battery, Travel Air E-4000, and a Curtiss Wright Travel Phillips 66, Poly Fiber, Aircraft Spruce and Air B-14-B. Rides are available in a Travel Air Specialty, Desser Tire, David Clark, Gulf Coast E-4000 (or two), a Travel Air 4000 (or two), and Avionics, Hooker Harness and the Beechcraft a Travel Air B-4000, weather permitting. Each Heritage Museum. tour stop also provides aerial demonstrations, educational opportunities, weekend activities for Jill Manka families, community camaraderie, and fellowship Waldo Wright’s Flying Service among vintage followers. Folks who fly Beechcraft, www.waldowrights.com Cessna, Stearman, and Travel Air biplanes from [email protected] Golden, Silver and Classic age are all encouraged 863-873-1339 to fly in to place their beautiful planes on display as well, and become a part of the spirit of this glamorous era in our aviation roots.
July 5-7, 2018 Jefferson City, MO KJEF CTAF 125.6 July 8-10, 2018 Ames, IA KAMW 122.7 July 12-14, 2018 Watertown, SD KATY 123.05 July 15-17, 2018 Brainerd, MN KBRD 122.7 July 19-21, 2018 Eau Claire, WI KEAU CTAF 118.575
If you wish to join up for our group arrival into 2018 AirVenture, please arrive into KEAU Chippewa Valley Regional Airport by 9 a.m.:
July 22, 2018 Group Arrival EAA AirVenture KOSH (see NOTAM)
www.vintageaircraft.org 7 How to?
ROBERT G. LOCK
Tram a wing
Tramming a wing is essentially squaring wing bays. It is accomplished by alternating the loosening and tightening of internal brace wires called drag and anti-drag wires. It should always be done when constructing new wings and should be
checked when re-covering existing wings. It is not a difficult job and requires a set of trammel points. Trammel points are simply a length of spruce stock that measures about 1/4 inch by 3/4 inch by 38 inches (or whatever length needed to diagonally bridge the bay). I tram on the bottom side of the wing and start at the root. Small indentations are placed in the spar at the junction of a point where spar centerline intersects with the compression member. A bay is a complete structural component of the wing consisting of the front and rear spar and two compression members. The wires diagonally brace this bay. Most small aircraft wings will have four bays — smaller wings could have three bays, and larger wings could have more than four bays. Snug the wires but do not tighten to final ten- sion. Set the points to bridge diagonally across the bay in one direction, and then move the trammel 8 MARCH/APRIL 2018 points to bridge the diagonal in the opposite di- rection. Loosen and tighten brace wires until both points are the same length. Proceed to the next bay and do the same thing, proceeding outboard until all bays have been trammed. Then return to the root and check the tram. You will probably have to make a small adjustment and then proceed outboard to the tip bay. Return to the root and check bays again. Chances are good that you will not have to make ad- justments. Now it is time to check and set wire ten- sions. If you have a wire tensiometer, set the wires to between 350 and 450 pounds for most small wings. If you don’t have a tensiometer, tighten the wires until they make a good bass sound. Do not over-tighten the brace wires. Note: Always tighten each wire the same amount so as not to distort the tram that has been set. Tighten each wire the same amount until proper tension has been reached. After the wing has been trammed, the ribs may be glued in place (if it is wood) or nailed in place (if the ribs are of aluminum). The wing on the facing page is from a Hatz biplane that I had just repaired. A new aluminum leading edge is being installed and nailed in place. At left, the Hatz wing is completely assembled and ready to cover with fabric. In this photograph, the compression members and brace wires are plainly visible. This wing has three bays.
www.vintageaircraft.org 9 Good Old Days
From pages of what was . . . Take a quick look through history by enjoying images pulled from publications past.
10 MARCH/APRIL 2018 www.vintageaircraft.org 11 Gone West Charlie W. Harris Director Emeritus
Memories of a Vintage mentor, friend, and steward
Charlie Harris Memories Those “few minutes” turned into hope he understands how much It was an e-mail message that many and then more than an hour. we will all miss him. Blue skies I had hoped I would never re- Little did I realize that I would and tailwinds, my friend. ceive; Charlie Harris had passed have many more conversations —Jim Busha away. How could this be? He with “General Custer” as he fre- EAA Director of was a mentor, friend, and vision- quently referred to himself, warn- Publications ary and was one of the very first ing me about incoming arrows people to call me when I became and the “smoke signals” he would Editor’s note: Betsey Kersey editor of Vintage Airplane more send me. When we didn’t talk on was known as Charlie’s right hand than five years ago. Charlie said the phone, Charlie sent weekly for the last 53 years and has some he just wanted a “few minutes of letters or books with Post-it notes thoughts she would like to share. my time.” I could tell right away inside, all of which I have squir- — JB during that first conversation reled away in several hiding spots. that he was feeling me out, trying They serve as reminders to me, Charlie was my best friend to figure out if this “dumb cop” souvenirs of the wonderful rela- and was one of the most well- could even write or tell the dif- tionship I had with him. Although rounded individuals I have ever ference between an OX-5 and a I was such a small fish in the avia- known. He had some serious Wright engine. I have to be hon- tion pond, Charlie always made health challenges over the last 20 est, I was a detective lieutenant at me feel like I was an equal. No one years but always dealt with them, the time, and I had interrogated will ever fill his shoes, or be able and other adversities in life, with hundreds and hundreds of felons to take a jumbled set of random humor and grace. in my 30-year career; I thought letters and turn them into aviation We are not here today because I was pretty good at it. But that poetry like Charlie could. Charlie Harris died — we are first conversation with Charlie I hope he forgives me for ask- here because he lived. He had a made me sweat! ing other friends, admirers, and wonderful, exemplary life full of He, along with another avia- associates to share their personal family, friends, adventures, some tion mentor of mine, Paul Pober- thoughts of such a great man. adversity, and ever-present grace. ezny, were more than aviation You see, Charlie liked to fly well We have all read the official icons to me; they were men who under the radar. He was never obituary with statements and were revered as experts in the afraid to praise others, but was facts of Charlie’s life, but there field, and could spit out the types quick to deflect admiration when was much more to his life than of airplanes they flew or the cor- it flowed his way. I’ll have to take the listed facts. rect model numbers and dashes my chances, duck when he fires He was born and raised in faster than a runaway prop. the volley of arrows at me, and Pawhuska, Oklahoma, in an era 12 MARCH/APRIL 2018 when Pawhuska was, as Charlie ganization: Security Investment cure it, over a number of years he referred to it, the crown jewel of Company. The business grew acquired and restored to show- Osage County. From his recol- and over the years evolved into class levels five Luscombes. It lections of his childhood, it was Transportation Leasing Com- was not a cure! more idyllic than any of us can pany, which became one of the In the 1970s Charlie volun- imagine. He had only the fondest largest independent vehicle and teered to serve on the Tulsa Re- of memories of his home life, his aircraft financing, leasing, rental, gional Fly-In organizational com- friends and classmates, and espe- and mobility vehicle operations mittee and ended up serving as cially his participation in athlet- in the Southwest. the senior co-chairman of that ics. Charlie was also a wonderful Through the years Charlie event from 1982 until 2014, a pe- vocalist and participated in many developed a keen sense of busi- riod of 32 years. Then, in 1987 he vocal contests. He recounted a re- ness, and many people came to and Mary Jones co-founded the gional contest in which he, with him seeking business advice — he National Biplane Association, and his 13-year-old tenor voice, pre- was always willing to share his until 2009 he served as the chair- sented “Danny Boy” with tears thoughts and opinions. man of the association and the streaming down his face. He won When Charlie and his wife, nationally known fly-in event, the that contest, naturally! For years Maggie, returned to Tulsa in Biplane Expo, which was held an- Charlie has sung invitations to 1955 they became active in vari- nually in Bartlesville, Oklahoma. dinners and other events, includ- ous social and benevolent groups. Out of these two aviation ing the time he would arrive to Charlie was always extremely events, and serving as a director pick you up — using military time. proud and supportive of Maggie’s of the EAA Vintage Aircraft As- Charlie joined the Navy as a activities and functions. They sociation in Oshkosh, Wisconsin, 17-year-old and went into active had a very wide circle of friends Charlie developed lasting friend- service in August 1945. He loved and enjoyed spending time with ships from across the country. He to say that when the Japanese all of them. always said the best part of the heard he had joined, they imme- Charlie and his son Hank both fly-ins was actually not the air- diately surrendered! loved basketball and in the eve- planes — it was the people! He Following his military service nings they would spend hours loved and cherished the friend- he attended the University of shooting hoops. They also en- ships he developed. Tulsa and graduated in January joyed IndyCar racing and would All of us who knew and loved 1950 with a Bachelor of Science host annual Indy 500 parties to Charlie know that he loved to degree in business administra- watch the race with friends. Dur- talk! But in addition to loving to tion. He made many friends dur- ing the late ’60s, they even ven- talk, he loved to write. He was ing his time at UT, some of whom tured into go-kart racing. never happier than when he had became close and lifelong. Ultimately, Charlie’s true life- a pen and a legal pad in his hand. Charlie joined Commercial long passion was aviation. He For more than 30 years he was Credit Company in February soloed in a Cub as a 16-year-old the editor of the monthly news- 1950 and moved quickly through and flew during high school and letter published by the local Vin- the ranks. He was transferred college. During his late 20s and tage Aircraft Association Chapter from Tulsa to Springfield, Mis- 30s, flying had to take a back seat 10. People from across the na- souri, and then on to Kansas City to family and career responsibili- tion became members of the lo- as part of its management team. ties, but in the 1970s he was able cal chapter just so they could get He often talked about early ca- to get back to his true love of fly- Charlie’s newsletter, which gen- reer financial stresses with a wife ing. He acquired a Pitts S-2A and erally included sections on his and small child and felt he was eventually a Pitts S-1S and was favorite subjects: World War II most fortunate when, in July able to fly some exhibition aer- aviation and naval history. His in- 1955, he made what he felt was obatics at a few regional events tellectual curiosity was constant, one of the best decisions of his on a fly-for-fun basis — he loved and his insights were unique, ac- life when he left Commercial the aerobatics. About this time curate, and generally included Credit and joined Paul L. Sisk and Charlie also became infected some witty quip. Joe S. Eaton in their startup au- with a really serious disease — Additionally, Charlie planned tomobile installment finance or- Luscombe Lust! In an attempt to for almost every contingency. I www.vintageaircraft.org 13 think this talent was due to his learning to fly at age 16. Conse- quently, he created and imple- mented a plan for the continua- tion of his business with the same group of employees and profes- sionals he had trained for years. Charlie considered himself one of the luckiest people to ever live. and I spoke about our country and I was saddened to hear that He felt he had lived a charmed the apparent down slide of honor Charlie had passed away. I have life and that he was blessed be- and patriotism. We agreed to hope never met him, but through con- yond words. He thanked God for this is temporary, but frankly I am versations with Dan Knutson those blessings every day. concerned. Charlie was a patriot, about Charlie, I feel a deep ad- Charlie left each of us with a hard worker, and I am happy to miration and respect for who many fond memories. He was a have had his friendship. I pray he he was. I was a subscriber of his devoted friend and family man. has a good flight. chapter newsletter, and read and He was opinionated, honest, and Bill Harrison enjoyed his historical and patri- a true gentleman. Again, we are Past President EAA otic articles, and passed them all here today not because Char- Warbirds of America on to friends. What an amazing lie died, but because he lived and talent he had — it will be sorely during that lifetime he in some Our ebullient “Howard missed. I send my deep condo- way touched the lives of all of us. Hughes” brought smiles and lences to Charlie’s family. To our friend Charlie, may your added to our knowledge on a —Duane Esse soul have wings! daily basis. In our eyes, he was —Betsey Kersey another Bob Hoover. We went over to Tulsa for So many happy memories to Charlie’s service. It was very well It is hard to put into words hold fast. done, as Charlie would have in- Charlie’s contribution to aviation. I kept most of his letters, and sisted. The five-ship T-6 missing Although his primary interest was had a gem not long ago. He had a man formation was emotional and vintage aircraft, he loved all avia- lengthy and noble life. fitting except it should have been tion and history. Not long ago he —Larry & Ilse Harmacinski biplanes. Our association with 14 MARCH/APRIL 2018 Charlie dates back to June 1987 when a couple with two young boys in an old junk Ford pickup camper, towing a junk glider trailer, just happened to stop by Bartlesville for the first Biplane Expo. We were on our way to pick up a Waco 10 basket case and had seen the tiny advert in Trade-A- Plane for the biplane fly-in. Char- lie made us feel like it was really important that we make it back every year. We loved going to that event — looked forward to it all year, every year, while working away on a biplane that we hoped Jim Moss and Charlie. to get there with someday. Charlie considered himself to sense of the word. Charlie came into Jim’s and be the most fortunate of men. But of his all his many tal- my life in 1996 when we took the While it’s true that Charlie en- ents and strengths, one attribute MG2 to EAA AirVenture Oshkosh. joyed an idyllic Oklahoma up- stands out above the rest. Char- Charlie and Jim Moss instantly bringing that included early bi- lie made everyone feel special. connected over their mutual pas- plane rides standing up in the We’ve joked that it took us more sion for vintage aircraft, their front cockpit so he could see than 20 years of Biplane Expos to similar taste in books, their stellar over the cowling, it is also true realize that we were nothing out athletic and military careers, and, that he made most of his life’s of the ordinary. Charlie just made of course, over their quick wits! good fortune. From a late World us feel special, as he did for ev- They grew to have a deep admira- War II enlistment into the Navy eryone else. His enthusiasm was tion for one another and a lifetime right out of high school, to his infectious. It was impossible to friendship. My relationship with business education and subse- be in Charlie’s presence and not Charlie grew more slowly and be- quent successes, to his aviation be inspired. Charlie had a gift, came a beautiful and deep friend- exploits and advocacies too nu- and he was truly a gift to all of us. ship as well. Jim called Charlie merous to list, he earned it all. Godspeed, Charlie Harris. “Sir Charles Harris,” while I called Charlie was successful in every —Dave and Jeanne Allen Charlie “The Other Woman,” be- www.vintageaircraft.org 15 cause for two weeks every late summer, he would steal Jim away from me to attend the Bartles- ville air show and other parts un- known. Being a proper southern gentleman, Charlie would blush when I would address him in that way, but eventually he came to like his title, and when he phoned, if I happened to answer, he would say, “Hi, Judy, this is the other woman.” After Jim passed away four years ago, Charlie became my personal aviation confidante and shared with me his invaluable ad- vice and encouragement. The things that I will always remember and treasure about Charlie are his incredible love of many hours and years of conver- lie’s painstakingly crafted VAA people, his generosity of time and sations, letters, e-mails, and book 10 newsletters (a touch of humor talent to the community of avia- recommendations. During an and information), his “Lest We tion, his gift of being a true and early phone conversation, Char- Forget!” e-mails — all priceless enduring friend, and his use of lie shared a book recommenda- and will be missed. Post-it notes! I’ll miss you Char- tion with me. Several days later But most of all I will miss lie — there will never be another the book showed up in the mail. Charlie’s friendship, generously like you! After reading it, I sent the book sharing his outlook and wisdom —Judy Moss back, which triggered a phone on life, business, aviation, and call from Charlie saying, “Good significant historical events. I Charlie was one of those Lord, why in the world did you will forever cherish these mem- people who come around, if we send this book back to me? From ories and try to emulate him to are lucky, maybe once in our now on, keep them.” Over the the extent I am able to. He left big lifetime. As for myself, I know years we exchanged a number of shoes to fill. my life is much richer and fuller books with each other. Each one Blue skies and tailwinds, for having known Charlie. A I have kept in a special place on Charlie. I believe you are in “chance” meeting in the Vintage my bookshelf. good hands. area during AirVenture led to Friends of the Red Barn, Char- —Mark Kolesar 16 MARCH/APRIL 2018 I can’t honestly say when I 12 years until our chapter finally Charlie was that he consistently first met Charlie. He was just al- closed this past year when no one praised achievements and ac- ways “there.” He was a part of the was willing to even try to replace complishments of others on their aviation we both loved and a part Charlie’s magnetic leadership. successes in aviation while never of my life. It has been at least 40 I own a 1930 Model A Ford and tooting his own horn. He himself years. We only saw each other at had read in the Tulsa paper that had numerous success stories but fly-ins, but, as the internet took EAA was giving rides in its Ford he never focused on them but on over, we would drop each other a Tri-Motor. I thought it would what others had done. He was note now and then to ask a ques- make a nice photo if I could get a quite a guy who will be greatly tion, make a comment, or pass picture of my car with the plane. missed here in Tulsa and in the along a compliment on this or I called the airport and was entire aviation community. that piece of writing. He had a told that I needed to speak with —Ken Brust way with words and a way with Charlie Harris. I left my name people. and phone number, and darn if To the Welch family, Charlie As I’m writing this, I have to he didn’t call me back later and seemed to possess many of the admit to being shocked that he invite me out. He met me at the finest human attributes all rolled was 90 when he passed. I couldn’t gate and rode with me out onto into one incredible person. He believe that. Still can’t. I would the flightline where I parked was as well read as anyone I have guessed him at high 70s. His next to the Tri-Motor and got have ever met. Few historians personality, passion, and energy my photo! During our conversa- have ever commanded the facts in everything he did wasn’t that tion, he learned I was a retired coupled with the big picture per- of a normal nonagenarian. But, military pilot and invited me to spective that he had. He could then, he wasn’t normal. He was join the Vintage chapter in Tulsa. tell you what the lessons learned Charlie. And that’s what made Few people could ever say no to from conflict should be to avoid him special to us all. the engaging Charlie Harris, and repeating history. Few have ever —Budd Davisson we enjoyed almost 12 years of a been his equal. His mental curi- very interesting friendship. I had osity drove him to learn and to I was just one of many, many flown the A-4 and AV-8A in the mentor throughout his life. Jackie folks whom Charlie took into his Marines and the A-10 in the Air and I are very grateful to have fold as aviator enthusiasts. He Force but had little time in gen- been referred to as his friends. was an amazing guy who pro- eral aviation aircraft. But every- We really got to know him when moted aviation and its role in one was made to feel welcome in he hosted our first EAA Ford Tri- keeping America free more than his group as long as they enjoyed Motor tour stop in Tulsa. When anyone I know. Because of him, any aspect of aviation and being a he picked us up at the airline ter- I became an active member of patriot of our great United States. minal for our second Tri-Motor EAA here in Tulsa for more than What I enjoyed the most about event he told us that he needed www.vintageaircraft.org 17 Charlie, Paul Poberezny, Wes Schmidt, and Phil Coulson. to first give us the weather report on Charles Lindbergh. He sent our paths intersect. Our friend, and forecast. Jackie still chuck- me a nonfiction account of the enjoy those well-deserved eter- les about this. He said, “Folks, the development of one of the great- nal wings. Godspeed. skies will likely have a couple of est WWII fighting aircraft. What —Cody Welch clouds and the wind is expected an honor to be on the receiving EAA Board of to reach two with occasional end of his graciousness. Directors Member gusts to three.” Vintage Charlie. After I was elected to the EAA Chair, EAA Ford Tri-Motor We cherish the banter that we board, I had a couple conversa- had with him over the years. He tions with Charlie to reassure I first meet Charlie in 1980 was quick-witted and downright him that there would be a mea- when my friend Dave Long in- engaging — a true gentleman. sure of continuity, and that the troduced us. As time went on, We never heard him share an vision of the EAAers of his gen- my friendship with Charlie con- off-color joke or a negative com- eration would not be lost. Char- tinued to grow. In 2008 Charlie ment about another person. He lie provided me with solid advice interviewed my wife, Saundra, loved airplanes and enjoyed an and encouragement while being and I and, as always, wanted to encyclopedic memory of not just quick to point out the pitfalls share the achievements of oth- the planes but the designers and where future generations of EAA ers with the aviation community. personalities that molded WWII could stub their toes. He loved Charlie was very instrumental in aviation as well as general avia- EAA and Vintage. my selection for induction into tion. Charlie’s Chapter 10 news- I’m going to close with some the 2008 Vintage Hall of Fame. letters are legendary. I know that words to try to capture who and There are so many words that I I am not alone in saying that I put what Charlie was to the Welches. could use to describe Charlie — everything aside to read them. Thoughtful, witty, engaging, ar- humble, a gentlemen’s gentleman, Like his close friend Paul Pober- ticulate, lover of people, humble, kind, caring, and the list goes on ezny, Charlie loved people who intelligent, wise, natural leader, and on. My personal assessment is loved airplanes. He would take quick to make lasting friends, this: No one ever left his presence the measure of one’s interest and veteran, savvy, a twinkle in his without having felt the warmth then go out of his way to share in- eye, mentor, terrific pilot, charm- and acceptance of his friendship. formation that would help you ing, genuine, lover of airplanes, Bill Pancake in your search for knowledge. student of history, loyal, and a We were the recipients of several classic, special gentleman. For Charlie, it really was different books over the years, Charlie left a lasting mark — a about the people. He was a true which showed up unsolicited and legacy. He made a profound dif- inspiration to all of us in the Vin- always accompanied by wonder- ference while he was here. How tage Aircraft Association. ful handwritten notes. He opened fortunate for those of us in avia- —Ray Johnson my eyes to a different perspective tion who were blessed to have Vintage in Review 18 MARCH/APRIL 2018 I grew up in Tulsa where my could influence anyone to enjoy lie about the 50-year reunion of family was active in vintage avia- aviation and the role aviation the 1949 National Air Races pi- tion circles. In the spring of 1988, has played in the history of the lots, the last of the Cleveland Air we were well aware of the first United States. Races. He said, “Phil, we have got National Biplane Fly-In, to be —Tom Egbert to go since we both were there held in Bartlesville, Oklahoma. in 1949.” Although we did not Charlie was the chairman of the I first met Charlie in September meet until years later to go, we event and had grand dreams of 1988 when he came on board did have a great three days. So, making this an annual biplane with the then Antique Classic Charlie, low and slow old friend. festival. I was skeptical about Division (now the Vintage Air- —Phil Coulson his lofty dreams. Sure, everyone craft Division). I soon found out VAA Director Emeritus loves old biplanes, but it takes we shared a passion for biplanes, a lot of dedication to travel any his for Pitts, mine for Wacos. Tulsa, Oklahoma, always had great distance in one. I assumed Also, Charlie had co-founded the all of the elements of a strong it would be a fairly local event. National Biplane Association in sport aviation community: lots of I arrived on Friday, flying my 1986; later I would become a co- good flying days every year, sev- dad’s J-3. While on downwind, I founder in the American Waco eral grass strip residence fields, was shocked to see the number of Club in 1993. some talented builders and re- planes in the parking area. Dozens As the membership of these storers, two EAA chapters, and of them! Where did all of these clubs grew, Charlie and I shared two popular annual fly-ins. planes come from? Obviously, the many happy times together at What it did not have, originally, event was a smashing success. At EAA and our fly-ins discussing was someone to coalesce and co- the Saturday night banquet, the our goals for the future of the ordinate these elements to make “longest distance” trophy went to fly-ins. I will never forget the sport aviation even more reward- a couple flying a Starduster Too, day I got a phone call from Char- ing. So, for more than 25 years, from Georgia. Georgia? Yes, from Georgia to little old Bartlesville for a weekend fly-in. Yes, Charlie was right; this was going to be a Let’s Talk great annual festival.
In the years that followed, the WWW.BANDC.AERO “longest distance” trophy was Longevity occasionally awarded to inter- national travelers. The biplane Together we can update your Piper. events in Bartlesville are now just Tell us about your classic at 316-283-8000. a memory, but Charlie Harris was the driving force behind them all. —Brad Howerton
I met Charlie 20-25 years ago at the fly-in in Bartlesville, Okla- homa. I was always impressed by his knowledge of aircraft and the friendly competition be- tween the Luscombe group and Finally ... an Alternator that fits the Aeronca group. Also, the sev- eral visits he helped arrange to Lycoming Wide- or Narrow-Deck engines have the B-17 visit the Tulsa area. with NO change of oil cooler location required! He always made sure our WWII veterans got special attention at these visits. Charlie was a true 316-283-8000 • BandC.aero grassroots aviation person; he www.vintageaircraft.org 19 Charlie and Budd Anderson.
Charlie Harris stepped in and the local flying news, the letter con- scheduling the tour. A call every provided it, skillfully. tained coverage of aviation histori- spring was made and the ball was Charlie owned several planes cal events that some of the younger rolling. Charlie had a template for and flew often, but he was also a members did not know about and a B-17 tour stop. The airport, FBO, great organizer. He formed the VAA that many of we old ones had for- the weather, Charlie had it all ar- chapter and served as its president gotten. Charlie was a very knowl- ranged. Charlie had a fantastic re- for several of the formative years. edgeable historian and writer, and lationship with the Tulsa media. He also established the National Bi- could make the past seem impor- On press day, we always had vet- plane Association, and persuaded tant to the present. erans to fly. Charlie loved the B-17 the executives of Phillips Petro- Charlie was partial to Luscombes and the crew that flew it. It was his leum Corp. to let the biplane head- and at one time owned three spot- mission to make sure the veterans quarters be built on the Bartlesville less flying ones and a couple of knew that press day was their day. Municipal Airport (which Phillips hulks awaiting restoration. This He was on the ramp from the time controlled), and also for the biplane was my introduction to him, since we arrived until we departed for and joint EAA chapters to hold I had owned and operated a 1948 our next stop. No detail left unat- their large annual fly-ins there. 8F from 1965 to 2010. Occasionally, tended, Charlie had the grace of a Charlie was EAA to the core, going to a fly-in, I would form up on conductor working his band. and I suspect he even wore EAA him. For a non-military trained pi- I also had the privilege of pajamas to bed. He worked tire- lot, he flew a good lead. He was also working with Charlie on the VAA lessly to round up volunteer line an aerobatic pilot, flew air shows, board of directors for almost 25 workers and ensure good press and owned both a single-seat and a years. Again, his business sense coverage when the B-17 and the two-seat Pitts. and attention to detail served Tri-Motor came to town. He was So, Charlie Harris was a pilot, a VAA well. Charlie served as the friends with aviation people all historian, a prolific writer, a pro- VAA treasurer for many years. He over the country, and could get moter, an organizer, a friend to also managed the Vintage Inter- exceptional speakers for club all, and a big EAA booster. We all view Circle effort at AirVenture meetings and awards dinners. miss him and realize more and for many years as the primary Through his skill at this, I have more what he meant to us per- moderator for many interviews. been able to meet several of my sonally and to the aviation scene. I think that what I admired heroes, including Robin Olds, —Arnol Sellars most about Charlie was his hu- Bud Anderson, and Dick Rutan. manity. He shared himself with Charlie wrote the newsletter for Charlie Harris was one of the all of us, making everyone whose the local Vintage Aircraft Associa- finest individuals that I ever had life he touched a better person. tion chapter, and people from far- the privilege to work with. Char- —George Daubner flung cities joined the chapter just lie hosted the EAA B-17 tour more Vintage Aircraft Association to get the newsletter. In addition to than 10 times during my tenure Director 20 MARCH/APRIL 2018
Homecoming Celebration
The Cessna 195 turns 70
Article and photos by Jim Busha
22 MARCH/APRIL 2018
The stage at Stea- rman Field (1K1) was set, the late summer weather was near perfect, the invita- tions had long since been mailed, and the grass strip that parallels the hard surface runway had been mowed one last time. All that the co-hosts, Rose and Jack Pelton and Marvin Huckins, waited for was the invited guests. The attendees would be 40-plus beautifully maintained Cessna 195 Businessliners returning home to the “air capital of the world,” Wichita, Kansas, to celebrate the 70th anniversary of their type. From its inception, the aircraft was billed as a five-place “luxury liner.” The Cessna 190/195 was designed and built as a high-perfor- Marvin Huckins mance, executive-type, personal airplane with unparalleled comfort. Based at a small grass strip in The all-metal, high-wing Cessna 190/195s were powered by either a the shadow of Wichita called Eck 240-hp Continental (190 model) or a 300-hp Jacobs (195 model). One Field, Marvin Huckins admits of the unique features of the 190/195 is the hinged engine mount that that as a third-generation pilot, permits access to the rear of the engine by simply removing two bolts especially flying a Cessna 195, and swinging the engine out at an angle. The luxurious interiors were aviation was kind of in his blood. upholstered with long-wearing woolen two-tone fabrics and “No- “I didn’t pick my passion, my passion picked me,” Marvin said. Sag” springs to ensure form-fitting comfort for pilot and passengers. “My grandfather flew B-17s and According to Cessna, the instrument panel is fully shock mounted, of then a variety of other aircraft adequate size, and scientifically laid out; for night flying, fluorescent here in Wichita, in the early ’60s light is provided. until he had passed away. Then Unequaled in appeal “You would need, we feel, my father had carried on that tra- and utility, the Cessna a certain amount of dition, working at flight tests for 190/195 caught the eye perversity in your Cessna, Beech, and Learjet back of many original buyers nature to want to own in the early days. I actually grew with its beauty, comfort, a 195. That, or maybe a up in a Cessna 195 … so the radial and performance. It’s the strong nostalgia for the engine was kind of in my blood a same reason that, more bad old days, the days little bit. He would buy them back in the ’70s and then he would fix than 70 years later, these when a pilot was still them up because they were der- old round-engine super- some kindof superman.” elict airplanes back then. Most stars continue to entice — Flying magazine, people let them sit outside at and excite the next gener- October 1966 the tiedowns, so he would gen- ation of owners and pilots. erally find them, purchase them 24 MARCH/APRIL 2018 and clean them up, and then re- sell them. … Some people see it as, ‘Oh well, you’re so cool,’ or they see something about that or ‘You’re kind of a big shot because you’re on a radial engine.’ I saw it as something nostalgic, and even as a kid sitting in there it’s like that passion ran deep enough that I was like, ‘Someday I’m going to own and fly one.’ I just kept following and chasing that dream, that passion in time to get there. So it’s an attention-getter sometimes. I don’t care about the attention piece of it, but it is an attention-getter when you go places; it brings people out of FBOs or out of their hangars to come and see something like this. “For me, I used to own a Ashley Susan Atkinson structor SIC, and I fly with our Cessna 190, and I sold it recently Hailing from Fort Worth, clients as a contract pilot and I and it went over to Hamburg, Texas, Ashley Susan Atkinson also work at FlightSafety [Inter- Germany, so it’s flying in Ger- literally grew up in the back seat national] when they don’t have a many now. Then I purchased a of a Cessna 195, well before she training partner. I’m in the Fal- Cessna 195 LC126 C version, even learned how to walk. con 20 and the Falcon 900 EX. which is a military CE195 version “At six months old, my dad, “But the real fun in flying is aircraft. I’ve been restoring it. I Pat Atkinson, brought me out in the Cessna 195s. Our family is got the paint stripped off of it and to the airport in my car seat and on our third 195. My dad likes to recently learned that it was a U.S. put me in the back of the fam- say that you buy a new car model Army aircraft with the number ily Cessna 195,” Ashley said. “He every time you purchase, and he 17007, so underneath the wing it had me ready to go, and he had started with a ’47, he bought a had a 007 so it’s a double-o-seven me hooked. So growing up from ’49, and now he’s got a ’54 model. plane. I can’t wait to get it back there, it was daddy-daughter Stepping from a Falcon to a 195 into the air. weekends at the airport. I re- there is a little bit of difference. “As for the Cessna 195 an- member doing homework sit- I like to joke that they’re both in niversary and 195 Club gather- ting in the back seat or going on the vintage world, and I kind of ing, I feel more like a worker bee a family weekend somewhere, or went to the vintage jet world with and am more comfortable in that I’d be up in the front with him the Falcon 220. But the Cessna role, not as part of a Cessna 195 trying to fly. I think the love of 195 is a great airplane: It handles Club co-host. Thank God I had flying was just always there. I really well. It’s like a big bus. It Rose Pelton here because she’s always enjoyed going to the air- will take you and your family and been kind of the backbone to port with him. My grandfather all your things anywhere, and it’s this whole 47th annual conven- flew in the war and my dad’s a very stable platform. It’s a great tion here at Stearman Field — we just a hobbyist, but at 16, I ex- vintage airplane. It’s got kind of couldn’t have done this without pressed interest in learning to a look and feel that’s different her. We have been blessed with fly, and he said, ‘Great. We’ll get than today’s aircraft, but it’s one great weather, great-looking air- you in a tailwheel airplane.’ So that we definitely all love. … This planes, but best of all we gather he bought a J-3 Cub, and I first Cessna 195 group, we’re a very as friends, stewards, and caretak- soloed in the J-3 and have flown different group, but we all love ers of these old treasures. It really all over the country in that little our Cessna 195s. It is definitely doesn’t get any better than that.” airplane. … Currently, I am an in- our 195 family, is what we call it.” www.vintageaircraft.org 25 as the CEO and chairman from back in the ’30s and ’40s all the way up until 1975 when he re- tired. The airplane was his labor of love. He passed away in the ’80s, and it sat in the [Mid-Amer- ica Air Museum in Liberal] for about 17 years. His widow, Velma Wallace, who Rose and I became very good friends with, wanted to get rid of his collection. She was heading into her 90s and wanted to make sure it went to a good home. … We bought it and got it back into good flying condition, and so it has a great personal her- itage to it, with Duane and my re- lationship of being at Cessna and then also for the Cessna company it has a great relationship of kind of maintaining that legacy and history of a really strong aviation TYSON RININGER company. Jack J. and Rose Pelton Cessna product line. We are a “You know, you feel when you Jack Pelton refers to his wife, very unique family of owners own an airplane like this, there’s Rose, as the “brains and beauty” who really have a strong bond an enormous responsibility, as in his life. Rose was not only the and strong community. We have I keep telling my family. … This co-host of the Cessna 195 Club’s them coming into Stearman Field airplane probably will not get 47th annual fly-in, but more im- and visiting the home of the air- passed on to them in that it needs portantly, according to Jack, Rose plane’s beginning, so this has to go either back to Cessna or unselfishly allows Jack to pursue really been a lot of fun. I’ve had to a museum or somewhere, so his aviation passions. my 195 since 2006, and you look you’re very careful with it. You “Without the love and under- down the road of the guys who want to keep it original; you want standing of a supportive spouse, were really active in the club that to take good care of it. You know there would be no way I could were the pioneers, got us all edu- everywhere you go that people immerse myself in aviation,” said cated on the airplanes, how to fly who know about Duane and the Jack, who is EAA CEO and chair- them, how to maintain them. … A airplane, they’re also looking man of the board. “Rose is a pi- lot of them have either gone west at you to make sure that you’re lot herself and knows a lot about or retired and are no longer in- maintaining his legacy. So that’s the business end and fun side of volved in aviation. And it’s fun to a responsibility that I truly en- aviation and is so organized with see those planes and a new crop joy. But the one thing it has that everything she touches that she of people seeing the same kind probably more so, at least in my runs circles around me. I have of responsibility we have as 195 humble opinion, [than] all the learned just to step back, stay owners to help the rest of them Cessna products, when you land out of her way, and watch the along their journey with airplane somewhere, you get even peo- magic happen. This year’s con- ownership. ple in the control tower saying, vention for the 190/195 Club is a “My 195 has a really unique ‘Wow, that’s a beautiful airplane. unique milestone in that they’re history that’s personal to me. It What is that?’ If they don’t know. coming home to Wichita, where was the second to last [195] built, It’s certainly an attention-getter the airplanes were built, for the and it was owned by Duane Wal- with its kind of art deco style to 70th anniversary of what was a lace who was Clyde Cessna’s it. There is nothing prettier out very successful product in the nephew that ran Cessna Aircraft there than a Cessna 195.” 26 MARCH/APRIL 2018 www.vintageaircraft.org 27 Aubie Pearman in all facets of their life are me- Darren Butcher Don’t let the title of Interna- thodical, they’re deliberate, and Hailing from Memphis, Ten- tional Cessna 195 Club chairman everything that they do in their nessee, Darren Butcher and his and president fool you. Let me be life follows a measured path, but lovely wife, Teja, exemplify how the first to warn you — that jum- this airplane has the ability to the Cessna 190/195 community bled set of letters attached to this draw them in and plant a hook on is really about family and sharing mountain of a man with a youth- them that will make them cast all the love of these old airplanes. ful head of hair, southern drawl, of their reserve or deliberateness “I believe the Cessna 195 is a and infectious smile belongs to or ... it’ll make them throw all of hobbyist airplane,” Darren said. the one and only, and thank God their inhibitions to the side, and “[It’s] an airplane that you have there’s only one, Aubie Pearman, they say, ‘I’ve got to have it now. I to take care of versus one that’s who can speak anything aviation, want it now!’ turnkey. It’s not a point A to point and can lure you into the Cessna “I’ve never seen an airplane B type airplane. It makes you 195 world faster than a cat on a that’ll do that, and I’ve seen that build character with the airplane razor blade. story play out time and time by working on it. You kind of get a “Well, now I have to be honest again, sometimes not to their passion for it. It’s also an airplane with you, the Cessna 195 Club is benefit, depending on the … air- that you’re going to bring a lot of a very interesting group that is plane, I’m sure. When I bought communication between other unlike any other that I know of or my first Cessna 195, I had done pilots. They come up and talk associated with. Or should I say, quite a bit of research and had to you and, I think, if you flew a those that allow me to associate good guidance, so I knew what I regular Cirrus or a Bonanza, you with them,” Aubie said tongue was getting into. Since that time wouldn’t get … the camaraderie in cheek. “I’ve been flying since I have owned several of them with the group of pilots that you 1988 and got involved through a and several of my nonairplane will see. friend of my father. Aviation has friends, after seeing the old air- “I got involved from a friend been a gateway for me ever since planes, say, ‘You pilots are just that had a 195. … I wanted an an- I took that first ride in a Piper all about the noise.’ But it’s more tique airplane that I could travel Cub. Funny how things come full than that. It’s the noise, it’s the with and still carry the family circle because my teenage son smell, and it’s the feel. It’s like around and still have somewhat now has that same Cub as a proj- the Beaumont Hotel where we all of a decent IFR platform. When ect airplane. went on our fly-out. I mean, it’s a I first went and looked at the air- “Probably the most powerful little bit like reliving the glory of plane, I looked at approximately part of the 195 is its look, because yesterday. And all of that happens 13 airplanes before I bought one. 70 years after it was built … you in the blink of an eye when you’re I had cash in hand, ready to buy, still have men and women who at the controls of a Cessna 195.” was looking hard for them. This 28 MARCH/APRIL 2018 airplane in the ’70s was kind of the red-haired step- child, and they got pushed to the back of the line, Univair Has Kept Classic pushed outside on the grass, and not taken care of. Aircraft Flying Since 1946 This was during the heyday of the Bonanza age and the tricycle gear, and the whole conventional gear … kind of fell off the wayside. So a lot of them that For 71 years, Univair has been providing factory original were for sale were hangar queens … the passion and FAA/PMA approved parts to aviation enthusiasts with wasn’t with the owner. classic, vintage, and homebuilt aircraft. We carry a huge “I looked at several of them. Then it started be- selection of parts, supplies, and distributor items for coming, ‘Do I just go ahead and restore one?’ I had Aeronca, Champion, Bellanca, Citabria, Decathlon, Scout, a gentleman call me in Chicago that says come look Cessna 120-140, Ercoupe, Luscombe, Piper J-3 through at mine. It needs to be finished. It needs some stuff PA-22 and PA-25, Stinson, and Taylorcraft. done to it. It had a new engine on it, and it had new Call us today to get your paint. I got up there, and I saw the military [scheme] free catalog with over … I wasn’t interested in the military when he sent 16,000 parts (foreign orders me pictures. After I got up there and looked at the pay postage.). Or download airplane and saw how it … really looked, it was au- free from our website. thentic … not just somebody wanting to be a warbird lookalike. This is the Cessna version of the LC126. Toll Free Sales: 1-888-433-5433 It’s also famous known as the 195 Businessliner. The 2500 Himalaya Road • Aurora, CO • 80011 military purchased these and used them for light Info Phone ...... 303-375-8882 cargo and search and rescue. Fax ...... 800-457-7811 or 303-375-8888 “This particular one had military history and was Email ...... [email protected] in the service for about four to five years. It was built AIRCRAFT CORPORATION Website ...... www.univair.com in ’52. This is a C model. It’s called the LC126 C, ALL MERCHANDISE IS SOLD F.O.B., AURORA, CO • PRICE AND AVAILABILITY SUBJECT TO CHANGE WITHOUT NOTICE • 8-28-17 which … was the light cargo … and the C stands for … a big cargo pod that they used in the stretcher ver- sions. It has a larger cargo door. I purchased it from a United Airlines guy that was restoring it. It was crashed. They’re well-known for … their ground loop characteristics. The gearbox was tore up. They re-skinned the entire fuselage and purchased some wings later on down the road. It was about a 10-year project. During the process he either A, got burned out with it or B, ran out of money. It’s usually one of the two or maybe both. “I purchased the airplane, finished it up with some details that I … like. One, the wheelpants were never military versions, but they’re very authentic to the 195 that I personally like. I’m just putting my personal touches on it. I did a full modern-day panel, which gives me the accessibility to travel in the airplane and be IFR equipped. I don’t necessar- ily fly high IFR, but it allows me to do some longer cross-countries. It’s a beautiful flying cross-country airplane. I would not give it a high ranking for the IFR characteristics of it. It’s got a very straight wing so the roll and pitch are not uniform with the two. Going from a Cirrus, Columbia, or a Bonanza, it’s not as stable as I would like it. It [takes] a real IFR pilot to … fly it. Autopilot is a good feature to have in the airplane. www.vintageaircraft.org 29 “Everybody tries to nickname alone; it definitely wants to talk on the side of it. their airplanes, and the warbird to you and lets you know who’s “As a pilot, I consider my air- community also has their nick- boss. As I’m turning off the run- plane a family member, and that names. I have a little 7-year-old away and my feet were working sounds weird to a nonpilot per- girl. She’s blue-eyed and blonde hard, I said, ‘This thing is sassy.’ son, but anybody that has a pas- hair, and we’ve been calling her The wife said, ‘That kind of sion and love for the Cessna Sassy since she’s been little. I’ve sticks,’ and so therefore we made 190/195s realizes that they are got 1,000 hours in this airplane a little stencil, and we put Sassy part of the family.” 30 MARCH/APRIL 2018 B:9.5” T:7.875” S:7”
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Fruitful Flying The flying farmer’s family Champ by Sparky Barnes Sargent Thomas Anderson of Tennes- August 8, 1948, issue of Tennes- see could have been the poster sean Magazine. Thomas embod- Anderson Fruit Farms boy for the Aeronca Aircraft ied the company’s advertising for Thomas and Martha Anderson Corporation in the late 1940s, if the Champ: “Aeronca Ups Farm were married in 1938 and started they’d only known about him. But Income! Case histories show how what was to become a success- the locals in the small commu- flying farmers cover wider terri- ful 325-acre farming operation nity of Cloverport did know and tories — Supervise more acreage near Toone, Tennessee. In 1941, heralded him as their very own — Thus increasing farm produc- they were selected from a large flying farmer on the cover of the tion and earnings!” pool of applicants and formally 34 MARCH/APRIL 2018 Thomas and Martha Anderson with their Champ and farm truck in front of their home.
Thomas made the cover of The Nash- ville Tennessean Magazine in 1948. (Original cover photo by Don Cravens.) and in March 1946, they wel- comed a son, Tom Jr. That sum- mer, Thomas and Martha bought NC83757, and thus began a life- long saga — for the airplane, the farm, and the family. Both the fruit farm and the Champ have stayed in the Anderson family for decades. Young Tommy grew into a strapping young man with a yen for flying, and he — like his older sister, mother, and cousin — learned to fly in the fam- ily Champ. The Anderson flying farmer history is still treasured by local county historians. “We were honored that a photo Fruitful Flying of my parents, with their Champ and Anderson Fruit Farms truck honored for their achievements began bearing fruit. in front of their farmhouse, was with a prize of $500 and a silver- Ultimately, Thomas reasoned, selected for a Hardeman County plated water pitcher. The award the fruit business justified his ac- history book a few years ago,” Tom was presented during the Plant to quisition of a new 1946 Aeronca said in his genteel southern accent. Prosper banquet at Peabody Ho- 7AC Champ. He had been long- tel in Memphis. Heartened by the ing, perhaps not so secretly, to Back in the ’40s recognition, and with an eye to have his own airplane and was Interestingly, the Champ came future prosperity, the Andersons able to convince Martha that it out of the factory at Middletown, continued with their cotton and would expedite business matters. Ohio, with a small anomaly that seed crops to tide them over until By that time, the Andersons al- was noted on an Aeronca engi- their apple and peach orchards ready had a daughter, Carolyn, neering deviation form. The www.vintageaircraft.org 35 oversize hole in the left-hand rear fuselage wing attachment fitting was resolved by install- ing and welding a square tube liner in place, which was then drilled and reamed to the cor- rect size. The statement of con- formity noted the deviation, and was signed by chief engineer Ray Hermes on May 17, 1946. A stamp in the engine log shows that the A65-8 was manufactured by Con- tinental Motors at its plant in De- troit, Michigan. Pilot H.J. Rosing made a Thomas and Martha with their daughter, Carolyn, and the Champ. 30-minute flight that day in May Below: The Champ was a working and stamped the logbook “Flight plane – note the bushel baskets in the shed behind the airplane. Test O.K.” W.K. Norman then made a five-hour ferry flight on May 21, and two more flights the next day, likely delivering it to Tennessee. The application for an airworthiness certificate was made by Franklin N. Knapp, dba Knapp Sales & Service, at Outlaw Field in Clarksville, Tennessee. A few days later, it was pur- chased by J.F. Hassell and H.E. Patrick of Clifton. As the story goes, soon thereafter the Aeronca 7AC Champ was flown over to the farm pasture, where Thomas bought it on the spot. Thomas had already started his flying lessons (on a rather sporadic basis) in December 1944, flying a Piper J-3 Cub (NC29082) at Jack- son, Tennessee. After logging a to- tal of six hours, he soloed the Cub on January 10, 1946. He had about 26 hours under his belt when he bought the Aeronca and began fly- ing it on a regular basis from his home in Cloverport that summer. “My mother also learned to fly,” Tom said. “She soloed the Champ and flew with my father, but she never did get her [certifi- cate]. They kept the airplane in an open-front storage shed on the farm. They mounted a windsock Thomas prepares to fly some bushel baskets of fruit to his roadside market. on the shed, using an old Model 36 MARCH/APRIL 2018 A spindle and hub so the sock would swivel easily in the wind.” The Andersons flew the Champ from an improvised 1,300-foot pasture strip (with trees at one end) situated behind their neat- as-a-pin white farmhouse.
Fruitful Flying Thomas logged many flights to nearby Whiteville and Jackson, and spent many hours flying over his orchards as well, which were divided between Cloverport and Whiteville. Just to give a feel for the size of Anderson Fruit Farms’ yield from their 60 orchard acres in the late 1940s, they harvested around 10,000 bushels of Tur- ley Winesap, Golden Delicious, and Red Delicious apples in au- tumn, and around 3,000 bushels (or more) of Golden Jubilee, J.H. Tom Anderson Jr. with his sister, Carolyn, and the Champ in 2017. Hale, and Elberta peaches in the spring. He established a roadside convincing advocate for general He also good-naturedly intro- market on Highway 64 for local aviation. He felt that aerial opera- duced many of his neighbors to fruit sales and built it to match tions saved him time, and were the sky, giving them a bird’s-eye his farmhouse with its four white economical to boot. Tom shared view of the farming neighbor- columns. The market was only 15 several anecdotal stories. hood. On one occasion, he took miles, by air, from the orchard. “Back then they didn’t have a a neighbor aloft to help search Keeping the market stocked telephone,” Tom said. “The clos- for his cows, which had been ma- with inventory was an easy and est one was 7 miles away at a lit- rooned by floodwaters. The man, pleasant task. Time and time tle town called Toone, which was who had been a staunch naysayer again, Thomas loaded up bushel the mailing address they used, when it came to flying, changed baskets of fresh peaches and ap- and Daddy would fly there to use his tune when they easily located ples and flew them to the mar- the telephone to do wholesaling the cattle. ket in the Champ (just imagine of his fruit. He would also fly to Even a local preacher found di- the fragrant, fruity scent in the the Jackson airport to get parts vine inspiration in the sky, thanks cabin!). Since telephones were for his farming equipment, and to Thomas’ presence in the com- few and far between, a large chemicals and other supplies. munity, and he not only learned square of roofing material on the He’d have those things brought to fly but also bought his own air- nearby landing field (pasture) sig- in to the airport by taxi cab, and plane so he could fly to nearby naled the market’s need for a day’s load them into the airplane and Mississippi and preach to his supply of fruit. Two squares indi- fly back to our house.” congregation there. cated a two-day supply, and the Thomas was quoted in the absence of a square meant they Tennessean Magazine as saying, Buzzing Like a Bee had enough fresh fruit on hand. “Ninety percent of the people As one who loved the freedom would like to fly, but they think of flying, Thomas enjoyed flying Aviation Advocate they can’t afford a plane. Well, I low to the ground on occasion. At 34, Thomas became not can go to Nashville for $1.75, and “My father loved to check on only an anomaly in his commu- you can’t drive a car that distance the pickers in the orchard from nity as a flying farmer, but also a for that little.” the air, and sometimes look for www.vintageaircraft.org 37 Tom, all grown up, in the Champ, 2017. Above: Young “Tommy” and his father in the Champ, circa 1950. bushel baskets which had been “My father finally admitted to in January 1987, the old Ceconite left between the rows of trees,” me that he ground looped it in a was removed, and the metal was Tom said shaking his head. “So pasture one time, rather than go cleaned and primed with Ran- he decided to fly the Aeronca through a fence,” he said. “That dolph epoxy prior to re-covering and buzz the orchard one day, damaged the right wing, aileron, with the Stits Poly-Fiber process. but he didn’t think about the fact and the rudder. All of that was re- that there was a power line that paired with factory replacement Flying Andersons went right through the middle of parts in [July 1947].” Tom’s sister, Carolyn, soloed the orchard. All of a sudden he Airworthiness records reveal the Champ in 1968, and passed caught the power line and luck- another repair using factory re- her checkride in the family’s 1966 ily it broke, but when it did, it placement parts in August 1948, Cessna Skylane. Tom said that af- whipped around the left gear. He which included some exten- ter Carolyn received her private survived, but when he came back sive wing work and re-cover- certificate, she decided to fly the he said, ‘I felt like I was a bumble ing with Grade A fabric and 11 Aeronca on a solo adventure to bee flying around with one of my coats of dope. Then the original Destin, Florida. In preparation legs tied on a string.’ All he could Sensenich 72C-42 wood prop for the cross-country flight, she think to do was to give it full (which Tom still has) was re- bought all the sectional charts she power and pull back on the stick, moved in late December 1960. A thought she needed, opting not and then that cable snapped Sensenich M74CK46 metal prop to buy one particular chart since loose. He was able to land with it was installed, which bumped the she’d only be flying across a small wrapped around the wheel. I’ve Champ’s empty weight up from section of it. She took off, flying got a picture of me holding that 750 pounds to 761 pounds. with her finger on the chart and cable, and I still have it hanging The Champ had a bit more following her heading, until she up in my hangar. It’s my reminder tender loving care in September reached the area of Monroeville, not to do any buzzing!” 1970 when the old Grade A fab- Alabama — precisely the area de- ric was removed. The airframe picted on the chart she didn’t buy. Bumps, Bruises, and TLC was cleaned and inspected, and The clouds were getting lower, so Speaking of incidents, the all the worn or damaged parts Carolyn kept descending — and Champ was a working airplane, were replaced. The airplane was then she couldn’t find landmarks and as such, it had the seemingly re-covered with Ceconite fab- to guide her. Without a radio, she inevitable bumps and bruises ric, finished with dope, and the felt her best option to figure out while on the job. Tom recalled Plexiglas windows and wind- where she was, was to land at the the first such occasion. shield were replaced. Once again only airport she saw. Doing so, she 38 MARCH/APRIL 2018 This Aeronca has served the Anderson family well through the years. walked confidently from the ramp he especially remembers the ex- forget how excited I was when I into the airport office and asked citement of his first solo in the took off! Then I thought, ‘Oh my for a local phonebook, never ad- Champ. “One day my father said, gosh, I’ve got to get it back on the mitting to being lost. Seeing the ‘Okay, son, get in there and take ground!’ I made a pretty decent name of the town on the cover, it around!’ I got in the front seat landing for my first one, and then she was soon on her way again. — it was the first time I ever sat I just took off again. Every day I Though Tom’s father wasn’t a in the front seat — and I’ll never couldn’t wait to go out and fly. flight instructor, Thomas natu- rally felt inclined to thoroughly General Specifications for 1946 Aeronca 7AC Champ acquaint his children with fly- (Manufactured Under ATC 759) ing tips and techniques. “My fa- Wingspan 35 feet, 1-3/4 inches ther taught me to fly when I was Wing area 170.22 square feet about 15, and I learned to fly from Length 21 feet, 5-13/16 inches the rear seat of the Aeronca,” Tom said. “I remember looking Height (three-point) 7 feet out the side, and my father would Empty weight 710 pounds say things like, ‘Give it a little Useful load 510 pounds throttle, come back on the stick, push forward on the stick, now Gross weight 1,220 pounds give it less throttle,’ and most im- Engine Continental A65-8 portantly, he’d say, ‘Feel the stick, Wing loading 7.2 pounds per square foot feel the stick!’ He also taught me Power loading 18.8 pounds per horsepower how to put it in a spin and how to recover from a spin. Our strip Fuel 13 gallons was short and it had four pecan Top speed 100 mph trees at the end of the field, so he Cruise 90 mph taught me to sideslip the airplane when I landed so I could drop in Landing speed 35 mph right over those trees. He taught Rate of climb 500 fpm me to look outside and watch the Cruising range 260 miles attitude of the plane.” Baggage capacity 20 pounds (when flying solo rear); Tom also had formal flight in- struction with an instructor at 40 pounds (when flying solo front) a nearby airport in Bolivar. But Derived from Specifications and Performance Data ATC No. 759. www.vintageaircraft.org 39 The Aeronca is like flying a glider up to my mouth to talk into it and to me; I was taught ‘seat of the she’d hold it to her ear, and vice pants’ style of flying, and that’s versa. It worked great. Some- how I still fly.” where along the way, after a re- In addition to his sister and fueling stop, Barbara kept telling mother, at least one more family me to adjust my course, and I kept member had the joy of soloing in thinking, ‘Gosh, we may be totally NC83757 — Tom’s cousin, John lost, and I’m depending on her.’ So V. Anderson Jr. Now 83, John re- I asked her where she thought we cently visited with Tom and went were, and she told me the name of out to the old hangar to pat the a town. I asked how she knew that, Champ on the nose and recall and she said, ‘There’s a railroad Tom admires a precise model of happy memories. track down there.’ I thought, ‘Oh the family Champ. gosh, there are so many railroad 50th Birthdays tracks in the U.S., we’re going to “It’s been about 10 years since Tom and his wife, Barbara, de- be lost for sure.’ Then she told me it was flown, so I’ve been call- cided to have a double 50th birth- she was certain because there was ing [Aeronca guru] Bill Pancake day celebration for Tom and the a highway that crossed the tracks, recently about all the different Champ in 1996. The threesome and a racetrack there as well. Sure things I’m doing to it to get it flew to the National Aeronca enough, we saw the name of the back in shape,” he said. “For ex- Convention in Middletown. Since town on a building’s flat roof, and ample, I sent the Stromberg car- Barbara wasn’t a pilot, Tom gave we were right on course!” buretor to Oklahoma and they her a quick lesson on navigation completely rebuilt it, and a re- so she could help along the way. Sipping Cider and built primer has been installed. “I taught her dead reckoning Family Heritage I also have new Slick mags to re- and pilotage, and gave her a stop Like his father before him, Tom place the old Bendix mags.” watch and the charts,” he said. also farmed all his life right on the The family’s farm strip (TN37) “I’d also gone to Radio Shack and family farm at Cloverport. “We has also been improved over the bought some sound-activated ra- grew apples and peaches; then I years. “The airstrip is currently dios and a little microphone.” strictly got into apples only,” Tom 2,250 feet long and 60 feet wide, said. “We made apple cider until with good approaches. The pe- about five years ago. It was con- can trees are gone from one end sidered a gourmet apple cider be- of the strip,” Tom said. “But it’s cause most companies use only best to approach from the north.” the apples they can’t sell to make Then, tenderly unfolding a time- cider. We used top quality apples worn yellowed paper, Tom smiled to make the cider with a consis- and said, “This is in my daddy’s tent family recipe. We made about handwriting; he gave $2,473.50 for 13,000 to 15,000 gallons a year; we NC83757 just a few months after were just a small company.” I was born in 1946. I still have the Barbara and Tom Anderson flew After Thomas had flown his fi- shirttail from my first solo, and it’s the Champ to the National Aeron- nal flight west, Tom became the time now to get the Champ flying ca Convention in 1996 (unidenti- registered owner of the Champ in again. I’d like for Barbara to learn fied man in middle). April 1992. “Daddy flew up until to fly in it, and I have two grand- Unfortunately, the Aeronca about two years before he died at children who love airplanes. Be- made so much noise that micro- age 72, and he also used to fly the sides, I love preserving history phones activated constantly, and Skylane we bought brand new in — like these original brochures Tom and Barbara couldn’t hear 1966 — but we sold that about that my daddy first showed me, each other talking. five years ago,” he said. and the other old aircraft docu- “I trashed them, and we got a Tom doesn’t imagine he’ll ments. I just hope I can leave it to Christmas paper cardboard wrap- ever sell the Champ, which somebody who will take care of it.” ping tube,” Tom said. “I’d hold it he’s kept hangared at the farm. We hope so as well, Tom. 40 MARCH/APRIL 2018 It doesn’t matter what you see, you just have to see it for yourself. EXPERIENCE OSHKOSH World’s Greatest Aviation Celebration®
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Photo by Erin Brueggen © 2018 EAA The Gathering of a Twin Bonanzas at AirVenture 2017
You don’t even have to turn Except for a few pieces here and worldwide and another 50 or so your head to know when a Beech there, like the windows and over- that could be saved, if someone Twin Bonanza is on takeoff. The wing door assembly, the two are had the desire and resources to straight exhausts on its geared, essentially unrelated. Second, do so,” said Bill Schutzler, a Twin six-cylinder Lycomings barking the big old bird may well be one Bonanza owner based in Apple- through 6-inch augmentor tubes of the least-known aircraft of gate, Michigan. “You don’t see is a unique sound in aviation. It Beechcraft’s entire history even many of them these days for a is a lovely kind of music that is though nearly 1,000 were built. number of reasons. First, the seldom heard any more. That’s Sources vary but production was Twin Bo is a big airplane, and one of many reasons it pleased approximately 779 civilian ver- hangar space becomes an issue. so many people to see no less sions and 218 military versions As do the costs. Parts are not hard than five Twin Bos on the field at as the L-23/U-8D Seminole. to find — with the exception of EAA AirVenture Oshkosh 2017. But the Twin Bo’s time in his- crankshafts for the normally as- Many EAAers had never heard tory was fairly short, and survi- pirated engines, there are lots of the sound nor seen the distinc- vors have been relatively few. In new old-stock parts, both civil- tive outline. truth, its success led to its own ian and military, to keep these A Beechcraft Model 50 Twin demise because the airframe airplanes alive — and with a little Bonanza is not a slightly modi- gave birth to the Queen Air and shopping around you can find fied Bonanza regardless of its then the King Air, which quickly some real bargains. misleading name. Yes, in theory, dominated the Twin Bonanza’s “That having been said, the if you split a Bonanza lengthwise market niche. Twin Bonanza is the most under- and add a foot or so down the rated GA medium-size twin value middle you’d get an approxima- Elegant Survivors in today’s market. There, I said tion of the Twin Bo, but that’s not “We estimate there are around it! It was affectionately known as the way airplanes are designed. 80-100 of the aircraft still flying ‘The box the Baron came in.’” 42 MARCH/APRIL 2018 LYLE JANSMA Little-Known Clan by Budd Davisson
Bill said engine overhauls are working on getting approval for more sense than a Twin Bo- not much more difficult than aluminum ailerons and elevators nanza.’ Her response was, ‘Yeah, other engines of similar size and for the Twin Bonanza, but for but those are so boring.’ That horsepower, but the gearboxes now, magnesium replacements was all I needed to hear. I had increase the cost. are terribly expensive.” my marching orders. A couple “Unfortunately, many people Knowing all of the above, those months later, N633F appeared who really don’t know what they who had their “T-Bones” at Air- for sale, and we put the wheels in are talking about when speak- Venture were wildly enthusiastic motion. The ‘cool factor’ had won ing poorly about geared engines about the airplanes. us both over.” … has had a big effect on their Of the five T-Bone owners at survival rate,” he said. “The en- What’s Better Than a Twin AirVenture 2017, about half have gines scared people away from Bonanza? Two Twin Bonanzas! owned, or currently own, two them. These geared engines are “Just look at the thing; how or more Twin Bos. One of these practically bulletproof if they could you not want one? When owners was Chris White. are operated and maintained we were considering buying “We recently sold N261B to properly. The Twin Bonanza’s an airplane, we were walking pursue a ‘barn find’ D50E Twin magnesium control surfaces can around Oshkosh 2016 and spent Bonanza from Arizona,” he said. also be a problem, if corroded, some time in T-Bone alley,” said “This T-Bone has been owned which many are. All of the older Brad Gardner, owner of a 1954 by the same folks for the last 33 Bonanzas, Barons, Travel Airs, Beech B50, N633F. “Walking years, but they have not flown her Debonairs, and T-34 airplanes back from there, we happened since 2010. We got her in annual had magnesium flight controls. on some Travel Airs and Twin and just recently flew her nearly Most of these models have an Comanches. I pointed those out 1,700 nm back to Ohio! She flew option now for aluminum re- to my wife and said, ‘We should great, and we’re looking forward placements. SRS in Minnesota is look at one of those. They make to bringing her up to perfect!” www.vintageaircraft.org 43 Brad and Allison Gardner, 1954 BE- Bill Schutzler had his 1961D50E at AV17, but res- Wes and Cynthia Norton, 1962 D-50E, are Twin- 50. Allison cast cued another from Germany for restoration. Boaholics: They have three! the deciding vote. LYLE JANSMA PHOTOS JANSMA LYLE
It was a love affair that continues to this day. My wife and I owned a ’64 Bonanza when she became pregnant with our first daughter, and I decided we’d move up to a twin for safety. I researched the safety record of light twins, and the Twin Bonanza, with its double floor and crunchable nose, had the best survival rating of any twin.” So, Wes and his wife found their first Twin Bonanza, a 1960 D50C model.
JACK FLEETWOOD PHOTOS JACK “I rebuilt the engines on that The original flight deck was a single, three-place bench seat. Boarding was one,” Wes said. “We now have a via over-wing door. When separate front seats were introduced, the right D50E that’s in my hangar, and seat slid left to align with a second set of rudders when the yoke was swung I’m trying to find time to work on over. it, but we fly our current D50E almost constantly. In 2003, we did a complete restoration on the airplane, including engines, props, avionics, paint, and inte- rior. Over the years we went on ski trips, we went on vacations in it. One of my daughters learned to fly in it. I use it for business. It is like the family Suburban and is an integral part of our life. My wife, Cynthia, loves it and gives me her full support on the proj- ects, which is a good thing, as we will have three Twin Bonanzas here in the next few months.” In 1960 the rear air stair door was introduced, and in 1961 the swing-over control yoke was replaced by separate yokes. Getting a Second T-Bone Or Three Twin Bonanzas tion background than many. the Hard Way Wes Norton of Ashland, Or- “Both of my parents and two of Bill is also a multi-T-Bone egon, approached the Twin Bo- my brothers were pilots, and we owner. He climbed the ladder nanza in a more businesslike flew everywhere,” he said. “We into an airline seat, but a long manner and with a deeper avia- all flew for pleasure and passion. string of vintage general avia- 44 MARCH/APRIL 2018 Chris and Laura White have sold their 1957 D50 Greg and Kim Spatz and their 1960 D50C and are rebuilding a “barn find” Twin Bo. with Excalibur modifications. tion airplanes, including Stinsons and a Cessna 195, followed him through his career. “I kept coming back to the Twin Bonanza because it could get me and my family from lower Michigan to Florida nonstop, had a high g-load allowance, and reasonable single-engine per- formance,” he said. “A longtime Twin Bonanza owner Sye Royce told me, ‘If you want to go fast, get a Baron, Duke, or Cessna 310, but if you want a plane that will do everything else well, get a Twin Bonanza.’ And he was right. The Twin Bonanza will haul the CRAIG VAN DER KOLK PHOTOS load and go the distance.” Bill said he had trouble finding someone to do inspections on the Twin Bo and decided to get cer- tified as an A&P mechanic so he could do the work himself. He got his A&P certificate in 1998 and in- spection authorization in 2005. “I had been flying my original Twin Bo, when, in 1998, a Twin Bonanza friend, Gregg Cadieux, kept telling me about a Twin Bo in Germany that he had been try- ing to sell and was at the point of parting it out,” Bill said. “I took a Glass or steam gauges, the Twin Bonanza panel has acres of room to accom- trip to Germany to do a little pre- modate either. buy inspection. I decided it was too nice to part out and estimated removed, both ailerons, both el- trays were still there. Fortunately, that in three days I could have it evators, two cylinders, one gear- there was no corrosion as Twin in shape to ferry back to the U.S. box, one set of prop blade clamps, Bonanzas came from the factory It had been parked outside for hoses, fuel pumps, vacuum zinc chromated throughout.” about eight years, and I eventu- pump, and all the radios, as they Six trips, 30 days of work, ally found it needed the boots had already been sold but the many new parts, and an annual www.vintageaircraft.org 45 CHRIS MILLER
Modified and Utilized Greg Spatz of Pompano Beach, Florida, had one of the more un- usual Twin Bonanzas at AirVen- ture 2017 in that it featured some Excalibur modifications. In the 1950s-1960s, aircraft modifier ex- traordinaire Ed Swearingen saw the airframe as worthy of being upgraded both aerodynamically and structurally. Besides stream- lining mods, he included an air-
JACK FLEETWOOD JACK stair door in the aft fuselage, inspection later, the Twin Bo was lation of the Bendix fuel injec- which later Beech-produced T- ready to fly to the United States tion, which was one of the best Bones had as standard equipment. in April 1999. improvements that I made. It The full Excalibur conversion “I hired a professional ferry is the only naturally aspirated included replacing the airplane’s pilot, and nine stops and 27 Twin Bonanza flying with that GO-480s with 400-hp, eight-cyl- hours of flying later, N555BT conversion. The fuel burn at inder Lycoming IO-720s. was back at our home,” Bill said. cruise went from 26 gallons per “I believe the mods on mine “In 2012, I overhauled both en- hour to 20 gallons total fuel burn were done some time in the gines myself other than the gear- at 155 knots true airspeed. With 1990s, but I’m not sure,” Greg boxes, which Columbia Aircraft the 180 total gallons that gives said. “It has a sloped windshield, overhauled for me. It has been a me a seven-hour fuel range with enclosed gear doors, and an ex- flying project ever since. It was a 45-minute reserve. The typi- tended nose. It also has the wing- down for about a year with the cal Twin Bo has about a 1,650 tip extensions, which improves engine overhauls and the instal- [pound] useful load.” single-engine performance and 46 MARCH/APRIL 2018 most light twins of the 1950s, but that difference was seen in vary- ing ways by those who had their airplanes at AirVenture 2017. Chris, a police detective sergeant from Granville, Ohio, saw the airplane in a different light and found a variety of uses for it. “Because of my interest in mili- tary aviation, I loved the idea of owning a vintage plane that had served in both Korea and Viet- nam,” he said. “It didn’t hurt that you just don’t see many of these
CRAIG VAN DER KOLK VAN CRAIG around anymore. It brings peo- lowers stall speed.” forced me to strip and repaint ple out wherever we go. Twin Bo Greg is unique among most the airplane again. Fortunately, owners like to say that you have Twin Bo owners in that he had most parts are fairly easy to get to factor in 30 minutes before and known, and loved, the airplane because of the military surplus, after every flight for talking to ad- almost since he first started but you have to look around to mirers. Before buying one, I saw a learning to fly. get the best price.” YouTube video from the cockpit “My first job out of flight of a Twin Bonanza as it took off at school was teaching a construc- Liking Its Military Lineage night. Holy cow — that sound! The tion company owner how to fly a The Twin Bo is undeniably Twin Bo engine sound sealed the Twin Bonanza in Michigan. So, I “different” when compared to deal for me. It was like a World recognized what a great airplane it was,” he said. “Instructing in an airplane lets you really appreci- ate the limits of its performance. Twin Bonanzas fly better than most on one engine, and it is an affordable cabin class twin. Now, this aircraft is considered to be a vintage airplane, which makes it both useful and unique.” Greg said when he started looking for a personal airplane, he automatically thought of the Twin Bonanza. “It’s a joy to fly, climbs at 1,500 feet per minute, and is stable,” he said. “It’ll give a solid 160 knots at 28 gallons per hour. When I bought N811AC, the aircraft had old paint, interior, and radios. So, I upgraded all of that. I flew the aircraft for the U.S. Coast Guard Auxiliary for three years in the Caribbean. That included 30 mis- sions at 500-1,000 feet over the ocean, so it started to get cor- rosion from the salt air, which www.vintageaircraft.org 47 Most flying Twin Bonanzas now have three-blade, rather than the original two-blade, props. CRAIG VAN DER KOLK PHOTOS DER KOLK VAN CRAIG
The beefy gear is happy on unim- proved runways, which was part of the original military mission.
War II bomber to me.” In addition to family travel, Chris has made it a point to use the Twin Bo for Veterans Airlift Command flights. “Those flights are very reward- ing,” he said. “The Twin Bonanza is perfect for those because they are so big, comfortable, and easy to get in and out of. I’ve flown probably a dozen VAC flights since 2010. One of my VAC flights was to transport The original Lycomings used were 435 cubic inches but were quickly upgrad- the last surviving Medal of Honor ed to 480 cubic inches. All were geared. recipient from the Battle of Iwo Jima in 1945 — Hershel “Woody” Williams, U.S. Marine Corps. What an honor! Since then, I’ve become the GA coordinator for [the Her- shel Woody Williams Medal of Honor Foundation], and fly him frequently around our region sup- porting his projects. Woody loves the Twin Bonanza.” Chris’ airplane, N261B (then N33JJ), spent some time aban- doned on a mountaintop air- port in the Pocono Mountains in The air-stair door replaced the Bonanza over-the-wing Pennsylvania. door in 1960. “There’s even a Google Earth photo showing her sitting there,” 48 MARCH/APRIL 2018 The seating space is huge. One of the variations even had a couch going fore and aft on the left side. The air-stair door split the seating into three pairs of seats with an aisle. he said. “Gregg Cadieux from in front of the center passenger passenger load to seven. Schenectady, New York, who has who had their own set of rudder Throughout the years, a wide restored a number of Twin Bos, pedals but no instruments. The variation of seating combinations deserves credit for the restora- right seat was passenger only. was available, including two front tion, except for the paint scheme. In 1956, a rear seat option was seats separated by an aisle, but He rescued her from the moun- made available that had a three- the “copilot’s” seat had to be slid taintop, got her flying, fixed all passenger couch down the left sideways to the left to align with the weak spots in the airframe side wall with a single seat in the second set of rudder pedals (like the heavy-duty landing gear front of it, thereby increasing the and the throw-over wheel. brackets, etc.), seriously cleaned up the panel, and redid the inte- rior. He did a great job. “My wife, Laura, is very sup- portive. She enjoys the people we meet at fly-ins, and says my flying buddies and their families ‘are my friends, too!’ Awesome!”
Twin Bos Through the Years During the Twin Bonanza’s roughly 11 years of production, it saw more than the usual number of upgrades and visible changes. Also, it had some seating arrange- ments that weren’t seen in most other airplanes.
Seating As originally designed, the Model 50 Beechcraft seated its six passengers in two three- across bench seats. This included the front seat having the pilot on the far left with a throw-over control wheel that, when swung over to its far-right position, was www.vintageaircraft.org 49 It’s a mini airliner with a very sexy sound.
CHRIS MILLER
Cabin Access Changes and aisle down the center of the geared Lycomings,” Twin Bo- Until 1960, the cabin was en- cabin, the airplane became a true nanza owner Bill Schutzler said. tered via the same over-the-wing cabin-class twin. “They have a gear ratio of 77-to- door assembly that the single- 120, so it is turning 3400 rpm on engine Bonanzas used. Then, Engines on the Move takeoff, but the prop is turning at that door was eliminated and a The wonderful noise that Twin 2182. In normal cruise the engines swing-down door, the air-stair Bos make on takeoff all starts are turning 2600 rpm and the door, was introduced. This was within the bowels of 480 cubic- props only 1668 rpm, one of many mounted behind the right wing inch, six-cylinder Lycomings (ex- reasons it is so quiet inside.” and hinged down toward the cept for the original 50 and B50 In the beginning, the GO- ground with steps integrated into models, made until 1954, which 435s cranked out only 260 hp. its inner surface, giving direct ac- used 435 cubic-inch Lycomings). After 1954, the new GO-480s cess to the back of the cabin. At The exhaust augmentors help were cranking out 275 hp, but that point, the seating became with the tone and are designed to by 1956, that was increased to three pairs of seats separated by help suck cooling air through the 295. The next year, Lycoming an aisle. The right front seat still nacelles. The rhythm all specta- introduced the fuel-injected, had to be slid left to line up with tors enjoy, however, comes from geared, super-charged IGSO- the second set of rudder pedals the fact that they are geared, so 480 A1A6 that was putting out and the throw-over wheel. the engines are turning higher a whopping 340 hp, but it was In 1961, the instrument panel rpm than the props. We’re so available only on a limited num- and control systems were re- used to prop noise being the same ber of aircraft with the 295 hp designed to incorporate sepa- rpm as the engine noise that that versions being more common. rate control yokes and rudders the sound is different. The original aircraft also used for both pilot positions, and the “I love the very distinctive two-blade propellers, but a good flight deck took on a true dual- sound of the engines on the Twin percentage of the currently flying control, modern arrangement. Bonanza, as do many others, with T-Bones have been modified to Combined with the air-stair door many positive comments on the use three-blade units. 50 MARCH/APRIL 2018 New how-to series presents AIRCRAFT OWNERSHIP: * Understanding Owner Preventive Maintenance $29.95 You can save money and have a better understanding of your type- *EAA Member Price certifi cated aircraft by doing some of your own maintenance. This Non-member price: $36.95 DVD features over 4 hours of hands on demonstrations explaining how to complete tasks both legally and technically.
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52 MARCH/APRIL 2018 For the Fun of It! Applying the Midas touch to a 1965 Alon A2 Aircoupe by Sparky Barnes Sargent
The ’Coupe Couple Paula and I got married, she said, the other one?’ I said, ‘No, the Jan’s wife, Paula, whose en- ‘Isn’t it time for you to get cur- A&P just checked out the 1966 thusiasm for aviation brings a rent again?’ So I did!” model, N1018S, so that’s the one radiant glow to her countenance, Their ’Coupe affair started I bought.’” was inspired to fly by her father. back in 2006, when they found Without hesitation, Paula sug- He was in the Air Force and then two look-alike Aircoupes for sale gested that Jan also buy the other became a corporate pilot in Du- by one owner in Lincoln, Illinois. one so they’d have one to work on luth, Minnesota. Both airplanes were out of an- and one to fly. That made perfect “My father had some small nual and rather neglected. sense to Jan — or so it seemed at airplanes, and one was a white “So I just bought one airplane the time — so he went ahead and Ercoupe with burgundy wings,” initially,” Jan said with a chuckle. bought the second one. That way, she said. “It had Snoopy the Red “And then Paula asked me, ‘Why when they finished repainting Baron painted on the fuselage, didn’t you buy them both? Is one, they could repaint the other and I loved to fly with him. I took there something wrong with one, and they’d ultimately have ground school in high school, but it wasn’t until after Jan and N6557Q was once an olive-drab ramp queen, un- I moved to Sandpoint that I de- til first-time restorer Jan Lee started applying his cided to make time to take flying lessons. I got my private [pilot Midas touch to it. Nine years later, this 1965 Alon certificate] when I was 53.” A2 Aircoupe shines like gold — just like the Grand Jan, with his contagious smile and upbeat personality, is presi- Champion Gold Lindy winner that it is. dent of EAA Chapter 1441 at Sandpoint. His father was a pilot, and Jan started flying in 1988. “I had a near-death experi- ence years ago so I decided to set a new goal every year for some- thing I wanted to do,” Jan said. “The first year I got my [pilot cer- tificate], then I took up golf, then I got certified for scuba. … I flew for a number of years and then took a hiatus. About 12 years after PHOTOS COURTESY JAN LEE JAN COURTESY PHOTOS A nifty homemade wheeled dolly doubles as a rotis- The rotisserie facilitated many tasks, including land- serie for the stripping phase of the project. ing gear installation. SPARKY BARNES SARGENT PHOTOS SARGENT BARNES SPARKY N6557Q was once an olive-drab ramp queen. Note the trailing link landing gear. his and hers Aircoupes. well-laid plans at dusk one mid- two-place Ercoupe with safety and Jan worked alongside the A&P summer day in 2008. Jan was ease of operation in mind. The air- in Illinois for six weeks perform- performing touch-and-go land- plane featured a unique two-con- ing a thorough annual on N1018S. ings in N1018S when, just after trol system, with the control yoke “Winter weather was begin- becoming airborne, the right simultaneously operating the rud- ning to set in by that time so wing struck a deer. The airplane ders and ailerons in flight, as well we pulled the wings and tail off veered right and hit the airport’s as the steerable nose wheel during N6557Q, and I trailered it home perimeter fence. Fortunately, Jan ground maneuvering. Thus, the while our friend Larry Whit- and Paula were able to walk away Ercoupe didn’t need rudder ped- beck flew N1018S — we arrived from the damaged Aircoupe (the als, and it was characteristically in- in North Idaho about the same deer wasn’t as fortunate). Natu- capable of spinning. time!” Jan said. rally, they turned their full atten- The ’Coupe acquired a lengthy tion to the remaining ’Coupe, but manufacturing history but, for Oh, Deer! before we share the rest of their the sake of brevity, we’ll just A previous owner had dubbed story, here’s just a bit of history highlight a portion. ERCO manu- N1018S Double Trouble and about Aircoupes. factured several Ercoupe models N6557Q Twice as Nice — moni- during the 1940s that were pow- kers that, oddly enough, would Ercoupes and Aircoupes ered by the small Continentals foreshadow the future of each Though Jan and Paula’s Alon ranging from 65 hp to 85 hp. Aircoupe. They put Paula’s plan Aircoupes were produced in the Then, Forney Aircraft Com- in motion and started the pro- mid-1960s, the original aircraft pany produced the F-l and F-1A cess of stripping paint from design was developed in the late Aircoupe in the late 1950s and N6557Q when they weren’t fly- 1930s. Fred Weick, while working early 1960s. These models were ing the 1966 ’Coupe. But Mother for The Engineering and Research powered by the C-90 engine; Nature abruptly disrupted their Corporation (ERCO), designed the other changes included the in- 54 MARCH/APRIL 2018 COURTESY JAN LEE The Continental from Ly-Con, still in its packing crate. The Aircoupe’s clean engine room. SPARKY BARNES SARGENT stallation of a bubble windshield came a subtle taskmaster of sorts. working on the wings and the and larger rear windows, as well “Chuck told me that the fire- horizontal stabilizer just to get as metal-skinned wings. wall was pretty dirty and that it shallow hail pockmarks out. Af- In the mid-1960s, Alon Inc. was ‘only four bolts to take the ter that, Jan said his local body manufactured the Alon A2 and engine mount off so you can clean shop spent five weeks making A-2A Aircoupe with the C-90 it,’” Jan said. sure everything on the airplane engine. The Alon Aircoupe also Those words became the cata- was perfect. “They did a magnifi- featured a sliding canopy and a lyst for a complete restoration. cent job,” he said. three-control system as standard Jan started delving into the ever- or the optional two-control sys- increasing, tedious complexities Custom Mods tem. The sides of the cabin were of the project, methodically ap- It became evident to Jan and lowered for ease of entry and plying his Midas touch along the Paula that “now was the time” to exit, the instrument panel was re- way. Chuck was there to prod make any changes or upgrades, vamped, and rams-horn control him onward while Paula lent her with appropriate FAA approvals, yokes were installed. According helping hands and moral support. to the Aircoupe. to Robert Beatty’s pilot report in “Chuck designed and welded “Some people do a restoration the February 1965 issue of Flying up a rotisserie to hold the fuse- on an airplane, and they try to magazine, Alon was founded by lage, which was invaluable dur- make it like it was originally,” Jan two former Beechcraft employ- ing the entire project,” Jan said. said. “We didn’t want to do that. ees: John Allen and Lee Higdon. “Then he said, ‘You know, that We wanted it to have the features “They would gamble their ca- interior is really dirty.’ And he that we think a modern airplane reers, a couple of million dollars, handed me a quart can of solvent should have. For example, we in- and a syllable from each of their and a brush, saying, ‘You better stalled AmSafe shoulder harnesses, last names to produce the Alon start scrubbing the inside.’ I gave as well as an extended baggage Aircoupe,” Robert wrote. it at least 25 washings with sol- compartment from our Mooney Finally, in the late 1960s Mooney vent, aircraft stripper, and lac- A-2A ‘parts plane.’ We wanted to Aircraft produced the twin-tail quer thinner to get all the adhe- replace the old Brittain autopi- Aircoupe A-2A and then the M-10 sive coatings off the metal from lot, so Chuck worked through the Cadet, which was a single-tail ver- former insulation and sound- FSDO and designed a simple con- sion with rudder pedals. proofing installations. We power version to the electronic S-TEC 30 washed it in between each one of two-axis autopilot with altitude Beyond a Paint Job those scrubbings. Finally, we got hold. That required engineering As Jan stripped paint from the it where it was absolutely bare for servo brackets and mounting, airframe exterior, his mechanic, aluminum and acid etched it. It which Stevens Aerospace drew up Chuck Luettgerodt (owner of looked brand new inside!” for us.” Inland Aviation Specialties), be- Then Jan spent three months Known problem areas on the www.vintageaircraft.org 55 airframe were also addressed. hind the panel and allowed us to out before you can even get a mag “Most Aircoupe cowlings are install a center stack of radios.” key in the switch.” broken out around the fasten- The mixture control used to be ers because the original cowl Customized Panel to the left of the throttle, and that doors were made from flat panels The instrument panel features created a bit of excitement when wrapped and riveted to a curved a modern six-pack of instru- Jan first started flying the ’Coupe. doubler,” Jan said. “So, we rolled ments, along with an Electron- “One of the instructors went the cowl doors and edges before ics International digital volt/amp up with me, and when I entered riveting them to two doublers. meter, oil pressure/temperature the pattern I pulled the carb heat We also put a doubler panel on gauge, and tachometer. A full on,” he said with a laugh. “When the fuselage just aft of the canopy bank of circuit breakers is located I pulled the throttle back, he said, because some people like to push on the right side of the panel. The ‘If you’re going to slow that engine down on that area to pivot and switch bar was rearranged and down, you better pull the carb reposition the airplane, and they has standard toggle switches. An heat on!’ He reached over, grabbed tend to get dented right there. S-TEC autopilot system works the mixture control and pulled it And we added a chromoly steel with an Avidyne ID540 GPS and out, and killed the engine. So we windshield reinforcement for nav/comm unit and a Garmin decided a standard layout would safety in case the airplane ends VOR/LOC/OBS indicator. be better, with the carb heat to the up upside down.” “Chuck built an updated wir- left of the throttle, and mixture A major modification was re- ing harness system with master and primer to the right.” placing the Aircoupe’s two 9-gal- solenoids, junction blocks, and la- Jan has a SkyGuard ADS- lon wing tanks with two 15-gallon beled all the wires,” Jan said. “We B “out” with ADS-B “in,” along tanks and eliminating the original also replaced the old pull starter with an iFly 740 GPS with a mod- fuselage header tank. That time- with a Sky-Tec starter, and used a ified AirGizmos docking station. consuming task was no small feat. Cessna-style master switch so we “An aluminum pan was fabri- “It’s a Skyport STC; we had to have an alternator master. When cated and attached to the AirGiz- cut the leading edge of the wing out the aileron gust lock is inserted, mos bezel with a Ram mount ball and remove the first two inboard it goes through the mag switch pivot installed in the back of the ribs,” Jan said. “And getting rid of bracket and the control column, pan,” Jan said. “This allows the the header tank freed up space be- so you have to pull the gust lock iFly to be pulled from the docking 56 MARCH/APRIL 2018 Alon A2 Aircoupe General Specifications Manufactured Under ATC A-787 Seats 2 Wingspan 30 feet Length 20 feet, 4 inches Height (tail) 6 feet, 3 inches Tre a d 8 feet Empty weight 930 pounds Useful load 520 pounds Gross weight 1,450 pounds Engine C-90-16F Fuel 24 gallons (9 each wing, 6 fuselage) Oil 5 quarts What Our Members Are Restoring Never exceed speed 144 mph Are you nearing completion of a restoration? Or is it done and you’re busy Cruise, 75 percent power 124 mph flying and showing it off? If so, we’d like to Economy cruise 117 mph hear from you. Send us a 4-by-6-inch print from a commercial source or a 4-by-6- Stall speed (power off) 52 mph inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is Landing speed 70 mph fine. You can burn photos to a CD, or if you’re on a high-speed Internet connection, you Rate of climb 640 fpm can e-mail them along with a text-only or Word document describing your airplane. Service ceiling 17,300 feet (If your e-mail program asks if you’d like to make the photos smaller, say no.) Economy range 520 nm For more information, you can Baggage capacity 75 pounds e-mail [email protected] Derived from company ads, owner Jan Lee, and ATC A-787. station and articulated toward the pilot for a better viewing angle in flight.”
Fire and Fuel Jan can’t help but smile when he talks about his Aircoupe’s C-90 engine, which he sent to Ly-Con Aircraft Engines. “They ported and polished the new Continental cylinder assemblies, assembled the engine, and ran it on the dynamometer prior to shipping it to us,” he said. “It kicks out significantly more power than the original 90 hp. New engine baffles were modified to fit the Aircoupe cowling, and others were custom made. We installed a McCauley pro- peller from AC Propeller of Seattle.” But sometimes all the bells and whistles and upgrades won’t prevent a critical problem from Buy your official EAA AirVenture Oshkosh developing. 2017 DVD or Blu-ray + DVD Combo Pack “We found out the hard way that it’s important Blu-ray + DVD Combo Pack $15.99** for a low-wing airplane to have a fuel selector valve or standard definition DVD for $14.99. with positions for left, right, and off,” Jan said. “On Digital download and streaming option available NOW! EAA.org/DigitalAV17 our first flight in 2015, our mechanic and I took the CLICK EAA.org/Shop or CALL 1.800.564.6322 airplane up above the airport 4,500 feet, and the **$15.99 is a member price. Nonmember price is $19.99. low pressure fuel light came on. The engine sput- © 2017 EAA tered, the fuel pressure went to zero, and the left EAA.ORG/SHOP • 800.564.6322 ALL PURCHASES SUPPORT EAA PROGRAMS AND PROMOTE THE SPIRIT OF AVIATION® www.vintageaircraft.org 57 Removal of the header tank provided more space for instrumentation in the panel. Note the Aircoupe’s low-e window and canopy glass. gauge read empty — but we’d just unequal pressure over each wing, White, and Ruby Red.” An elegant had a half tank of fuel in each tank you can’t pull from both tanks at gold swirl provides an aesthetically a few minutes before. I pulled the same time on a low-wing air- pleasing accent to the scheme. the throttle back and the engine plane, because one tank would “That little ribbon-like swirl kept running, so we descended pull fuel across from the other on the rudder looks like a slalom to the airport. When we landed, tank and cause the fuel to un- track down a powder slope to the left gauge read half a tank. port at the ‘T,’” Jan said. “He sug- me — and I love to snowboard, We couldn’t figure out what hap- gested that we simply replace the so that’s fitting,” Paula said with pened, so we filled both tanks full on/off fuel selector valve with a a smile. “Friends say it also looks and went up again. This time, the standard left/right/off valve. We like a ‘J,’ for Jan.” fuel was just pouring out of the opted for the new ceramic valve Beauty is more than skin deep vented fuel cap on the right tank.” from Andair (approved in Cessna on this Aircoupe. One glance in- Jan said he later met with and Cirrus), and the FSDO side the cabin makes you want to Burt Rutan and agreed. That solved the problem! remove your shoes before step- told him about We owe a huge thanks to Burt, ping onto the seat and lowering the flight. because we hadn’t figured out your body into its pristine inte- “He ex- what to do about it.” rior. Then there’s the irresistible plained that As an added safety measure, Jan urge to reach out and caress the due to programmed the Avidyne to pop beautifully upholstered glare up with a message to switch tanks shield, while slowly curling the every 30 minutes. A fuel gauge was fingers of your other hand around installed in the other tank as well, the leather-covered yoke. and when the panel lights are on, a Jan used Airtex Interior prod- cool blue LED light illuminates the ucts for the seats, carpet, and fuel level indicator. other fabric, which was sewn and installed by Allen Gibson. Finishing Touches “Allen used French seams on The Aircoupe sports a contem- the panel covers, and applied his porary paint scheme in patriotic custom artistry for the interior colors. and bulkhead panels,” Jan said. “Craig Barnett at Scheme De- “EWP Aircraft Service made signers designed the scheme,” Jan the black leather yoke wraps. said. “Mike Umbaugh at North- We also installed low-e window west Auto Body painted it using and canopy glass [low emissivity Sherwin Williams Acry Glo Con- glass helps block ultraviolet and cord Blue with metallic flake, Snow infrared light].” Flying the ’Coupe describes the ’Coupe as “the easi- as Nice live up to its old name The Alon Aircoupe was touted est airplane I’ve flown” due to the — and then some. Jan and Paula in yesteryear’s marketing as, “the lightness of the controls. were thrilled during AirVenture world’s most forgiving airplane.” “The Aircoupe has trailing link 2016 when the judges hung the Many pilots will tell you the Air- landing gear, and it lands so eas- Vintage Award Winner tag on coupe is almost human because ily and smoothly,” he said. “They N6557Q’s prop. Their excitement it understands, forgives, and cor- made it so that anyone could get rose during the awards ceremony rects pilots’ errors so easily and in one of these and drive it down when N6557Q was announced as quickly. Here’s what we mean: on the runway. The original ones the 2016 Contemporary (1956- STALLS … almost impossible in an had interconnected controls, but 1970) Grand Champion Custom- Aircoupe. As the speed decreases, I put rudder pedals in ours.” ized Gold Lindy winner. the Aircoupe just descends faster, “It was very humbling that but in a normal flight attitude … The Midas Touch they chose our Aircoupe for this complete control is maintained Wins the Gold award. It also somehow justified at all times. SPINS … unheard of “Jan and I love to fly together; the time and expense of the last in an Aircoupe. Aircoupe built its it’s so much fun to have two pilots nine years. I’m 64, so I’m not sure reputation on being inherently because one’s doing radios and I want to invest nine more years of incapable of spinning. ROUGH double-checking things while the my life doing another project! But LANDINGS … a rarity in an Air- other is flying,” Paula said. “Plus, I’d like to build a Bearhawk Patrol, coupe. Aircoupe’s particular low- Jan loves working on a project; it’s so we’ll see,” Jan said laughing. wing design produces the softest, been amazing to see the Aircoupe “Right now, we have a Piper Co- smoothest landing, of any airplane evolve through the years.” manche, Paula’s 1966 Cessna 182J, flying today. You can make a good Jan and Paula’s journey to Os- and our Aircoupe ‘sports car’ so one every time. hkosh revealed that the Midas we can go fast, go backcountry, or Jan tends to agree, and simply touch was indeed making Twice just go fly around!”
venice, fl * | mar. 1-4 titusville, fl * | mar. 8-11 bryan, tx | mar. 8-11 tallahassee, fl * | mar. 22-25 san marcos, tx | mar. 22-25 gainesville, fl * | apr. 5-8 houston, tx | apr. 5-8
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www.vintageaircraft.org 59 The Vintage Mechanic
ROBERT G. LOCK
Troubleshooting techniques—learning the system
he ability to effectively country. Being manufactured in detail. Then he took out the troubleshoot, diagnose, 1956, the aircraft had an alumi- maintenance manual, turned to and repair problems is num Beech electric constant- the appropriate page, and pro- a gift from experience speed propeller that was factory ceeded to describe exactly how gainedT over the years of being installed. On one particular trip the system worked and how to fix an aircraft mechanic and always the prop would occasionally not the problem by cleaning and fil- seeking the reason why the prob- stay in the constant speed mode ing the points in the relays. That lem occurred in the first place. of operation. After his return, I is the secret of troubleshoot- Over the years I have had the op- went to visit Chuck, and he de- ing problems with airframe and portunity to meet many legend- scribed the problem in complete powerplant components. Know ary pioneers, both mechanics and pilots. I was always interested in what had made them successful. One famous person I have known for many years is retired U.S. Air Force Gen. Chuck Yea- ger. Yeager will always say it was luck and being in the right place at the right time when he was fly- ing the Bell XS-1. But there were other traits of the man who broke the sound barrier that set him above the rest. He learned each and every system on the revolu- tionary Bell experimental aircraft and thus knew how it functioned. On a camping trip several years ago into the high Sierra Nevada mountains of central California with his brother, Hal, I quickly learned why Chuck had been so successful. Chuck told me, “If you don’t know how it works and what it does, then how in the heck can you fix it?” Chuck would borrow a G35 Bonanza that belonged to a friend Figure 1: The magneto schematic diagram for a Continental W-670-6N and fly it to various parts of the radial engine. 60 MARCH/APRIL 2018 Figure 2: A common magneto switch from before World War II. how the system works, diagnose 670-6A. (See Figure 1.) at the fully advanced position for the problem in detail, look at the A point made previously dis- all normal flight operations. schematic (in this case), and fix cussed knowing the system and MAGNETO SWITCH: A ro- the problem. how each component within tary switch that either grounds Since this column deals with the system works, which makes or opens a circuit to each mag- the older aircraft, we’ll use the troubleshooting easier and the neto. When the switch says OFF, small single-row air-cooled radial outcome to a problem quicker to both magnetos are grounded. engine for discussion. My experi- reach. (See Figure 2.) ence is primarily with Continen- In the system schematic men- With the engine running at tal, Wright, Lycoming, and Pratt tioned earlier, most engine in- idle speed, turn the switch to & Whitney engines and small bits stallations have eliminated the the OFF position and the en- with Warner, Kinner, and Jacobs booster coil while a few retain gine should quit. If it doesn’t engines. Years ago I even worked the manual advance/retard of the you have a hot magneto. When on a Jacobs L-3, a three-cylinder magnetos for starting purposes. the engine is running the switch radial engine installed in a Spar- When the lever in the cockpit reads BOTH. The ground circuit tan C2-60. However, the ignition was moved to the RETARD posi- to each magneto is open. When systems are very similar, with the tion on the quadrant, the breaker you check the magnetos, moving exception of a magneto battery assembly was rotated on the cam the switch from BOTH to LEFT system on the Jacobs. for a specific number of degrees, grounds the right magneto so Now let’s look at a complete which caused the breaker points only the left magneto will oper- system to see how all the com- to open later, or when the piston ate. Conversely, when the switch ponents fit together. The sche- in the number 1 cylinder was ap- is placed to RIGHT, it grounds matic diagram is copied from proaching the top dead center po- the left magneto so only the right the operating and maintenance sition. When the engine started, magneto will operate. The switch instructions for a Continental the lever was moved to the AD- is connected to the magnetos W-670-6N radial engine. It is a VANCED position; that caused through a wire that is actually good example of what an entire the breaker points to move op- connected to the Primary coil. ignition system looks like. In this posite on the cam, thereby caus- Thus we call these wires the “P” case the magnetos are Bendix ing the spark to occur at the fully leads. Again it is these wires that SF7, since these magnetos are advanced position, which was open (ground) the magneto. approved for the W-670-6N. If 24-32 degrees before top dead HARNESS LEADS: In the Bendix-Scintilla magnetos were center, depending on the type of schematic shown in Figure 1 note used, the engine would be a W- engine. The control lever was set that the right magneto leads are www.vintageaircraft.org 61 Figure 3: This isometric drawing shows the components of a typical magneto. A magneto generates a high-tension spark using the prin- ciples of induction and requires no Figure 4: The spark plug on the left is a non-shielded type, while to the external power source. right is a fully shielded plug. cigarettes trans- only when the piston is on the fer spark from the proper stroke at a specific num- leads to the spark ber of crankshaft degrees before plug. The opposite top dead center on the compres- end of the lead is sion stroke. (See Figure 3.) connected to the When troubleshooting the igni- distributor block tion system, the problem could be in the magneto. any one of the components. Isolat- This installation ing the problem is achieved by the is a “high-tension” experience of a mechanic and the system, meaning description of the problem in great the high-intensity detail by the pilot. We’ll discuss spark leaves the troubleshooting problems in the magneto, travels next installment of this column. Figure 5: The reach and length of the center electrode combine to determine the relative temperature at through the har- Both Scintilla VMN and Ben- which a spark plug operates. This illustration from ness to the spark dix SF7 magnetos had a manual Advisory Circular AC 43-13-1B shows how heat is con- plug, then jumps spark advance for easier start- ducted within the plug. the gap in the plug ing of the engine. The breaker to ignite the fuel/ points were rotated to change the connected to the front spark plugs, air charge in the point where magneto firing oc- and the left magneto leads are con- combustion chamber. curred, thus retarding the spark nected to the rear spark plugs. The MAGNETO: A magneto is es- closer to top dead center of pis- firing order of the magneto (for a sentially an engine-driven AC ton travel. Scintilla manufactured seven-cylinder engine) is 1-2-3-4- generator that uses a permanent an automatic advance magneto, 5-6-7. The engine firing order is magnet as a source of energy. It the VMN-7DFA, the letter A in- 1-3-5-7-2-4-6. Therefore, the only is a self-contained unit requir- dicating automatic advance. This harness lead that is common is ing no external electrical source. system made for easier engine the number 1 cylinder. The har- The magneto develops high volt- starting with no “kickback,” as the ness leads then are routed from the age that forces a spark to jump shaft in the static position was au- magneto to the engine thusly: 1-1, across the spark plug gap in each tomatically retarded 12 degrees. 2-3, 3-5, 4-7, 5-2, 6-4, 7-6. On the cylinder combustion chamber. When the engine was running, the ends of the harness leads are wire The magneto operation is timed spring-loaded shaft automatically spring coils called “cigarettes.” The to the engine so the spark occurs advanced the spark to what the 62 MARCH/APRIL 2018 engine manufacturer specified. When checking ignition timing it’s always a good idea to look at the dataplate on Scintilla magne- tos to see if the automatic advance feature is installed in the unit. SPARK PLUGS: It is impor- tant to match the original equip- ment manufacturer’s (OEM) recommendation on spark plugs. This data can be found in the En- gine Specification or Type Certif- icate Data Sheet published by the Federal Aviation Administration (FAA). Do not substitute a plug type without specific approval, as there are several factors that determine precisely what part number spark plug is used. Basi- cally there are two types of spark plugs, the unshielded and the shielded. The unshielded plug is rarely used because of radio in- terference; the shielded type is more desirable. However, it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding. Another consideration is “reach,” which is the length of the threaded portion of the plug. (See Figure 5.) Also heat range is another factor. There are “hot” Figure 6: The Continental R-670-4 engine with Bendix SF7 magnetos and and “cold” plugs. The term “hot” non-shielded spark plugs. Photo from Continental Motors Corporation’s indicates the plug does not con- “Operating and Maintenance Instructions” for the R-670-4 aircraft engine duct heat away as quickly as a dated March 1941. “cold” plug, which rapidly con- The Lycoming R-680 engines your 1929 airplane. Take it from ducts heat away from the plug. had a dual magneto, but the basic me, the FAA has deleted or low- Consult FAA Advisory Cir- ignition system was the same as a ered knowledge levels for all cular 43.13-1B, Chapter 8, para- Continental system. older components and structures graphs 8-15, for more data on To adequately learn how to in the A&P technician training aircraft ignition systems. OEMs troubleshoot airframe and pow- programs. Just go look at the offer a chart showing approved erplant problems, in addition to mandated curriculum in Federal plugs for specific engines. learning the systems, one must Aviation Regulations Part 147. So There will be more on the be able to diagnose the symp- where does the knowledge and components in detail in our toms. Inspection is most impor- practical experience come from? next edition when we trouble- tant; don’t be afraid to probe, From the older generation of me- shoot the ignition system. The push, pull, shake, and think out chanics. We must pass along our troubleshooting will be specific the problem. The days are over experience to those young A&Ps to single-row radial engines: when you can pull up to a fixed who desire to follow in our foot- the Wright R-760, Continental base operator and have someone steps. Now is the time to show R-670, Pratt and Whitney R-985. there troubleshoot a problem on them the way. www.vintageaircraft.org 63 © 2016 Experimental Aircraft Association, Inc. TM New Members TM Mike Austin ...... Long Beach, CA Aaron Knight ...... Marion, IN Dennis Ax...... Terre Haute, IN Alan Koharcheck...... Ivins, UT THE NEW STANDARD IN ANTIQUE Dillan Baker...... Darden, TN Paul Krella...... Poplar Grove, IL VAA Stan Beet...... Bridgewater, NJ Gary Krick...... Debary, FL Nathan Bills. . . . . Overland Park, KS N.S.Gireesh Kumar ...... Chennai, Directory The EAA and Vintage Aircraft Association Aircraft Insurance Plan has all the Gordon Bowers. . . . .Chesterfield, VA John Laughter. . . Avondale Estates, GA Jody Bowers...... Montclair, CA Donald Loose...... Horsham, PA special coverage options VAA Members require for hand propping, tailwheel, Jody Bowers...... Montclair, CA James McGarry...... Troy, OH OFFICERS President Secretary Robert Bridegam...... 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