N E OCTOBER VOL. 34, No. 10 2006 C ONT ENT S

1 Straight & Level by Geoff Robison

2 VAA News

5 Restoration Corner Fuselage and landing gear by E.E. "Buck" Hilbert

8 Stinson Gullwing A victorious V-77 by Sparky Barnes Sargent

14 Ryans, Tigers, and Spartans -OhMy! Meandering through the Fields of Flying Machines by Sparky Barnes Sargent

32 The Vintage Instructor Playing the Weather Game by Doug Stewart

34 Mystery Plane by H.G. Frautschy

38 Calendar STAFF 39 Classified Ads EAA Publisher Tom Poberezny EAA Editor-in-Chief Scott Spangler Executive Director/Editor H.G. Frautschy Administrative Assi stant Jennifer Lehl Managing Editor Kathleen Witman COVERS News Editor Ri c Reynolds Photography Jim Koepnick FRONT COVER: The Stinson Gullwing has long been a favorite of antique airplane enthusiasts. Bonnie Bartel Kratz This beautiful example was restored by Mark Henley and his father, Don. Read more about this Advertising Coordinator Sue Anderson award-winning restoration in Sparky Barnes Sargent's article beginning on page 8. Using Canon Classified Ad Coordinator Louise Schoenike digital photo equipment, EM photo by Bonnie Kratz , EM photoplane flown by Bruce Moore Copy Editor Colleen Walsh Director of Adverti sing Katrina Bradshaw BACK COVER: "Hungarian Ace Franz Graser and the Eagle Owl Albatros" is the title of this mixed Display Advertising Representatives: , ort heasl: Allen Murray media illustration by EM Master Artist William Marsalko. Here's his description of the painting: Phone 609-265- 1666, FAX 609-265- 166 1, e- mail : aflelllllllml,'@rllillcisprills.colII A number of Alb atros 0.111 were built for the Austro-Hungarian fighter squadrons by the Austrian Sou theast: Chester Baumga rtner Phone 727-532-4640, FAX 727-532-4630. e-ma il : cbmllll l l [email protected] Oeffag factory. These machines were fitted with Austro-Daimler engine and gave exce llent ser­ Cent ra l: Todd Reese vice . This aircraft, 153.44 was flown by Franz Graser at "Flik 42-J," shown in this painting shoot­ Pho ne 800-444 -9932, FAX 816-741 -6458, e-ma il : to< ld

Flier's rights It's mid-September, and I find my­ chines within the rules. We must do We will be moving our aircraft into self traveling with the EAA's B-17 so in a diligent manner as we conduct the new facility within the next cou­ Aluminum Overcast again. This trip safe operations. Your personal right ple of weeks, and we hope to have a will take me from Columbus, Ohio, to engage yourself in recreational avi­ small shop area completed soon that through the Louisville/Knoxville area, ation in this great country of ours is will allow us the unique opportunity to and then out to South Carolina before not much different than any of your maintain and restore some Significant returning home late in the month. other personal rights as a citizen. We vintage flying machines. Please con­ I'm currently poolside doing my best simply must do all we can to protect sider this an open invitation to come to concentrate on the task at hand, if these exclusive rights, because the mo­ join the chapter or at least stop by for a you know what I mean. ment they become insignificant to the visit if you find yourself in our area. Typically, I do quite a bit of travel masses, some seemingly bright politi­ We are extremely proud to report by airliner to catch up with the B-17 cian or bureaucrat will begin the pro­ that we recently conducted our first tour, but of late I have been carefully cess of limiting or eliminating these Young Eagles event at our new home. planning my volunteer time with the rights we all hold so dear. The long It was a wonderfully successful event EAA in a manner that allows me to and short of this message is to remind that hosted dozens of Boy Scouts and avoid the airlines as much as possible. you all to be diligent, and be safe. assisted them in gaining their Avia­ Airline travel is no longer appealing to I have previously mentioned here tion Merit Badges. This is what it is all me in any way. The inconveniences in this column the development of the about, folks. associated with this type of travel now new home of VAA Chapter 37 in Au­ As I have repeatedly stated, the ef­ far outweigh what I used to consider a burn, Indiana (GWB). This is my home forts to plan for yet another AirVen­ relatively enjoyable experience. chapter, and although progress on our ture in 2007 finds us attempting to It's not really the fault of the airlines; new home has been coming at a little figure out how we will top the pre­ it's mostly all about the ever-changing slower pace than we had hoped for, a vious year's event. Be assured, we are policies the industry has to deal with great deal has been accomplished in the already formulating and develop­ that severely affect the previously "sim­ past 60 days. By the time this column ing a number of new and interesting pie" rules we had to deal with as passen­ hits your mailbox, our SO-foot by 100­ ideas for events in the Vintage area gers. I mention these inconveniences foot hangar restoration project will have for 2007. It's never too early to be­ here in this column because I often been completed, and hopefully the con­ gin planning your next visit to Osh­ wonder about where this is all ulti­ struction of the clubhouse will be well kosh. Stay tuned to the ever-changing mately going when it comes to impact­ underway. The DeKalb County Board of events and attractions at EAA/VAA. ing those of us who regularly engage Aviation Commissioners and their staff Visit us regularly at www.EAA.org and ourselves in aviation travel, whether as have been real champions in seeing this www.VintageAircraft·org. airline crew members or as passengers. project through to completion. Hope to see you there. It's really something we all need to keep The entire membership of VAA EAA AirVenture Oshkosh 2007, the at the forefront of our minds. Chapter 37 is extremely grateful for world's greatest aviation celebration, The right to freely travel by air in their efforts to assist us in creating a is July 23-29,2007. our personal conveyances is slowly truly wonderful opportunity for this VAA is about participation: Be a eroding away, and it should be a mat­ VAA chapter. The hangar was stripped member! Be a volunteer! Be there! Re­ ter of great concern to us all. The best down to the red steel, with new insula­ member, we are better together. Join defense is always a great offense. We tion and steel siding installed. All new us and have it all. should be consistently diligent in electrical service has now been com­ maintaining our personal skills and pletely installed, and we have mapped forever operating our personal ma- out a nice floor plan for the clubhouse. A~

VINTAGE AIRPLANE Setting the General Aviation vert to the sport pilot certificate working on issues related to ag­ Agenda by the January 2007 deadline, and ing general aviation aircraft. That Each year EAA AirVenture Osh­ complete the transition of ultralight initiative was launched at an FAA kosh is the meeting place for govern­ trainers (so-called "fat ultralightsl/) Aging Aircraft Summit earlier this ment officials and general aviation to light-sport aircraft by the January year, and work groups gathered for (GA) representatives to discuss is­ 2008 deadline. EAA is providing in­ a progress report at AirVenture. Offi­ sues and solutions, to cooperate on formation, materials, and assistance cials from the FAA said the agency's preserving and improving GA, and to ultralight pilots and owners. goal is to keep aging airplanes flying to set the GA agenda for continuing • Allow amphibiOUS aircraft to safely, not to stop them from flying, dialogue throughout the year. qualify for the light-sport aircraft cat­ and the FAA is looking for grass­ Oshkosh also provides the setting egory. The EAA will work to resolve roots solutions to the challenges for a mid-winter gathering of EAA this issue in time to allow owners to facing aging aircraft. EAA will con­ and senior FAA officials to review complete the transition of amphibi­ tinue to be an active participant in progress on the agenda items. This ous ultralights to light-sport aircraft this process. year's EAA-FAA Summit is scheduled by January 2008. for January 2007. • Support and promote the inter­ Preserve and strengthen In the meantime, here are the key nationalization of light-sport aircraft the 51 percent rule issues that continue to receive prior­ standards. Many countries have ad­ The FAA's 51 percent rule, issued ity EAA attention. opted, or will adopt, some version in 1952, is the foundation of the of SP/LSA. Australia has adopted the homebuilt aircraft movement. The Fight general aviation user fees ASTM voluntary standards for LSA; FAA strongly supports preserving General aviation fuel taxes help Europe and Canada are considering the 51 percent rule, but the FAA and pay for the nation's aviation infra­ doing the same. EAA will support and EAA agree there are problems, in­ structure. That funding mechanism promote this and other initiatives to cluding how to consistently define will expire in September 2007. The create a truly global LSA marketplace what constitutes 51 percent of the Air Transport Association, a lobby and community. work of constructing an airplane for U.S. airlines, is calling for air and how to treat increasingly popu­ traffic control user fees on gen­ Continue work on aviation lar II commercial builder assistance" eral aviation aircraft and pilots and medical issues programs that seemingly violate the for a new governing board to con­ EAA and its Aeromedical Advi­ letter and spirit of the rule. trol ATC operations-a board that sory Council have led the way on Blakey recently appointed an Avi­ would effectively be controlled by this issue, with specific propos­ ation Rulemaking Committee (ARC) the airline industry. The general avi­ als for reducing the FAA's backlog to advise the FAA on strengthening ation community is united against of medical certification cases in the rule. Earl Lawrence, EAA vice the airlines' proposal to pay less and Oklahoma City-especially special president of industry and regulatory control more. issuance certifications. The FAA ad­ affairs, is ARC co-chairman. EAA and the other general aviation opted several of EAA's proposals organizations will continue to express earlier this year. Reduce regulatory obstacles opposition to the airlines' proposal, to Marion Blakey announced two facing air shows Congress, the public, and the FAA. more significant changes to ease the A new FAA air show waiver policy backlog: extending the interval for could place significant hurdles in Finish implementing first-class medical certificates from the path of AirVenture and count­ the SP/LSA rule six months to a year, and third-class less other air shows and fly-ins The FAA, with input from EAA medicals from three to five years for held each year. EAA will continue and others, has made tremendous pilots young than 40. The council to work toward improving the un­ progress toward full and final im­ will continue to work with the FAA derstanding and implementation plementation of the sport pilot/ to address these and other aviation of the new air show waiver policy, light-sport aircraft rule, issued in medical issues. to maintain the outstanding overall September 2004. Several areas of safety record of U.S . air shows and concern remain: Support aging aircraft­ to ensure the public can continue to • Complete the transition of all 'Keep 'em Flying' enjoy flying exhibitions of aircraft ultralight pilots who wish to con- Seven industry-led groups are and aerobatics.

2 OCTOBER 2006 Marcia "Sparky" Barnes Sargent Received Bax Seat Award EAA Fantasy Flight Camps Congratulations to our newest member of the Vintage Explore Noteworthy Aircraft Airplane team, Sparky Barnes Sargent. Sparky was pleas­ Up Close antly surprised to learn she had been chosen to receive the EAA's Fantasy Flight Camps are ex­ Bax Seat Award, given annually during EM AirVenture to the pert-led weekend seminars exploring EM member who perpetuates the Gordon Baxter tradition the detailed study of special aircraft. of communicating the excitement and romance of flight. Upcoming sessions focus on the Ford Baxter, beloved columnist for Rying magazine for more than Tri-Motor and B-1? bomber. 25 years, passed away in 2005. All camps include privileged access Sparky's refreshing view of vintage aviation has been to various EAA facilities and special­ published in various aviation publications over the past de­ ists, plus culminate in a flight aboard cade, and most recently in Vintage Airplane. Sparky's avia- tor for Flying magazine, the subject aircraft. tion enthusiasm is contagious-you need spend only a few was honored to be the minutes reading her words or engaged in conversation with presenter of the Bax her to get an aviation inoculation, and it doesn't even hurt! Seat award to Sparky The daughter of an aviator, she has enjoyed flying and Barnes Sargent at EAA's maintaining vintage airplanes and sailplanes, including her Theater I'n The Woods restoration of a Piper PA-17 Vagabond. But it's the stories of during EAA AirVenture other restorers and pilots that really grabs Sparky. Oshkosh 2006. EM's Ford Tri-Motor, October 13-15 "When I have a sense that a good story may unfold, I'm Study the world's first mass-produced like the proverbial child in the candy store-I'm hungry for it! I feel very fortunate to be able airliner at the Ford Tri-Motor Fantasy to combine my passions for aviation and writing, and have the opportunity to capture vari­ Camp. The program provides an un­ ous facets of our collective aviation heritage through photography and the written word." derstanding and appreciation for one Like so many of us in aviation, the airplanes bring us together, but it's the stories about of aviation's "classic" designs, affec­ people's experiences that keep us together. Our hearty congratulations to Sparky on being tionately referred to as the Tin Goose. presented with the 2006 Bax Seat Award. continued on page 29

Living Aviation Icon Immortalized Clayton L. Scott, EAA 24643, has been flying airplanes for 80 years , compiling more than 8,000 hours in airplanes too nu­ merous to list. When he turned 101 on July 15, the folks up at the Renton, Washington, airport that bears his name (Clayton L. Scott Field) dedicated a life-sized bronze sculpture to honor him. "Scotty, " to his friends, learned to fly by persuading airmail pilots at Vern Gorst's Pacific Air Transport to give him some dual instruction in 1926. He soloed in a Waco 9, three months before Lindbergh 's famous trans-Atlantic flight to Paris in May 1927, and soon was a Pacific Air pilot. Clayton "Scotty" Scott at his lOlst birthday with (L to R) Dr. In 1929, Scott made the first commercial flight across the Bonnie Dunbar, president of the Museum of Flight in Seattle; Bill Gulf of Alaska, from Juneau to Cordova, in a Keystone Loening Jepson, co-sculptor, and Kathy Keolker, mayor, city of Renton. Air Yacht. Later he flew a Loening Commuter amphibian from New York to Seattle in 19 hours 35 minutes flying time. ferent types, including the DB-7, A-20, B-29, B-50, B-47 , B-52 , He met Bill Boeing during a fuel stop on Carter Bay, British C-97 , 707, 727, and, of course, the B-17 . Scott holds the dis­ Columbia, while flying a Commuter from Seattle to Alaska in tinction of having flown more of the big bombers-more than 1932. Coincidentally, Boeing was there in his yacht, Taconite, 1,000 of them-than anyone else. and Scott offered him a sightseeing flight. That chance meet­ He retired from Boeing in 1966 and went full time into his ing resulted in Boeing hiring Scott for his United Air Transport, aircraft modification business, Jobmaster, which engineered the company subsidiary that would became United Air Lines. float installations for planes not previously certificated for wa­ During 1933-34, Scott flew Boeing 247s between Portland and ter operations. Some of the airplanes he modified included the Salt Lake. Dornier, Pilatus-Porter, Howard (at one time, he owned the type Later Scott became Boeing's personal pilot, covering all of certificate for the Howard 15 series), Lasa, Piper Aztec, North­ Alaska on fishing and hunting trips in a Boeing B-1E 204 flying boat west Ranger, Bellanca, and Cessna 195. as well as a Douglas Dolphin amphibian and a Douglas DC-5. He still maintains his Jobmaster hangar on Clayton Scott In 1941, Scott began a 25-year stretch as a production test Field and flies with friends while demonstrating the exquisite pilot for Boeing, 14 as chief test pilot. There he flew many dif- skill at the controls that has long been his trademark.

VINTAGE AIRPLANE 3 Our thanks to every member who stepped up and m de a donation to help make the VAA area of EAA AirVenture 2006 one of the highlights of the annual EM Fly-In and Convention. Your selfless contributions benefited your fellow VAA members, as well as those members of the general public who came to be educated and entertained. All of the contributors are listed on this page, and we thank you all! - The VAA Board ofDirectors and VAA Staff Diamond Bronze Bob &: Norma Puryear Ted &: Beverly Beckwith Anonymous Donor Stephen Sawyer D. Ronald Boice William Aikens Arthur F. Sere que, Jr. Jeffrey Fallon Lloyd L. Austin Robert W. Siegfried Rich Giannotti James c. Baker Hal W. Skinner Charles W. Harris Lawrence A. Bartell Colin A. Smith Lynn Jensen Hobart Bates David P. Smith Butch Joyce Dave Belcher Guy A. Snyder Norma Joyce Gary Brossett Joan Steinberger Bill &: Saundra Pancake Thomas K. Buckles Donald J. Straughn Stephen Pitcairn Steve Buss Seymour Subitzky Ronald E. Tamon John S. Carr Allan R. Thomas John R. Turgyan George J. Ceshker Don &: Mary Toeppen Leslie Whittlesey Perry M. Chappano Cliff Tomas Carl &: Pat Tortorige Jim Zazas Gene R. Chase Harland Verrill EAA Antique/Classic Chapter 10 David A. Clark Geoffrey E. Clark Tom Vukonich Syd Cohen Bob &: Pat Wagner Platinum Gerald W. Cox Kern Wallace Richard &: Sue Packer Dan Dodds LeRoy Weber, J r. Robert &: Jennifer Parish Chris &: Cheryl Drake Robert D. Weber W. Ben Scott David G. Flinn Rudy Frasca Loyal Supporters Gold Gavin Giddings Harry O. Barker, Jr. Raymond Bottom, Jr. Bruce E. Graham Jesse w. Black III Jim Gorman Mal Gross Jerry Brown Mark A. Kolesar Joe Harrison Camille Cyr Geoff Robison David Johnson David Darbyshire John Seibold Robert Kellstrand Ed Garber, Jr. M.D. Thomas W. Wathen John D. Koons Joseph P. Leverone, Jr. T. Randy Gillette Jimmy Leeward, RAF Group, LLC William W. Halverson Richard Heim Ron Apfelbaum Thomas H. Lymbllrn Daniel B. Hooven Kent &: Sandy Blankenburg Shawn Lynch George Jenkins Richard Hay Robert R. May Walter J. Kahn A. J. Hugo Bill Moore Patricia A. Moore Peter N. Jansen Roscoe Morton Keith PI endI Weston &: Ann Lill Jim Moss Robert E. Staight Carson E. Thompson George A. Northam Gary W. Sullivan Jamie Wallace Anna &: John Osborn John P. Sullivan Donald]. Warner Steven Oxman John Patterson Douglas]. Szymik Robert K. Poling - In Honor of James R. Temple Clement Harold Armstrong Jan Douglas Wolfe

4 OCTOBER 2006 Current Editor's Note: This is one of a series of articles concerning the restoration of vintage aircraft. The original series started in the February 1986 issue of Vintage Airplane and ran until early 1987.

Fuselage and landing gear BY E.E. "BUCK" HILBERT EAA 21, Ale 5

Any attempt to be specific on this dentist does, we are going to "chart" Take one area at a time, making notes, subject would have to be on one, and it all, complete with frame numbers, taking pictures, or drawing diagrams. only one, type of aircraft. So I feel it locations, descriptions, and notes as "If it ain't broke, don't fix it" may best to start with the all-metal mono­ to our plan of action. We'll attach apply to plumbing jobs, but we are cogue style of construction, e.g., this plan to the airframe and use it working on an airplane, so be thor­ Cessna, Ercoupe, Luscombe, Swift, as a checklist as we accomplish our ough! Your airframe manual will be a etc. They all share similar construc­ IRAN. We may have to leave room for great help. It should have subassem­ tion and evidence similar traits in how items that will turn up as we go. bly diagrams and speCifications, bolt they wear and how they are repaired. sizes and tensions, and information We want this IRAN (Inspect and Re­ that will save a lot of trial and error pair As Necessary) project to conform when it's time to reassemble. to "good practice," using original Got your Some airplanes may have bundles specs and standard repairs. In 2006, of wiring. Pay attention to these, look­ EAA sells a couple of good books: worksheets? ing for deteriorating insulation. Cal­ Tips on Fatiglle will tell you how it culate planned new electrical loads got that way and point out possible Digital camera? if you can, and determine if there is areas to consider as prime inspection a need for replacement, or if the wir­ for rework. Aircraft Sheet Metal, pub­ ing is serviceable. Now is the time, lished by Jeppesen, is one good book Pencil and too, to look at the engine controls, available on the subject. I'd also sug­ the heat and air boxes on the firewall, gest a copy of FAA Advisory Circular measuring stick? and the ducts to the back seat. Check 43.13 be in your library. This is your the battery box, door hinges, locks, bible, your encyclopedia, and your We're embarking catches, ashtrays (hah! I threw that ever-ready reference as to how the in to get your attention!). Look at the FAA says repairs should be accom­ on a complete fuel lines and valves, hydraulic lines, plished. And if available, we want brake master cylinders, pitot and the airframe manuals from the spe­ static lines (especially the old rubber cific manufacturer. inventory ... connecting hoses) and sources, ELT j'm assuming we have stripped the location, antennae mountings and fuselage bare, with the engine off the connectors, radiO racks, cargo doors, firewall and the upholstery removed. Now, let's examine the interior seat attach rails and fittings, and the We are down to the basic airframe. structure through the holes and in­ seat belts themselves. All the plates, access panels, and fair­ spection openings. We are looking Again, a neat, orderly list will detail ings have been removed, and we are for bent braces, cracks, stress and and organize your efforts and make about to start the IRAN process. crunches in the skins and structural it easier to see what has to be done. Got your worksheets? Digital cam­ members, evidence of oil canning, Don't be discouraged by the magni­ era? Pencil and measuring stick? pulley cable hangars, fair leads, the tude of the task. Ed McConnell, the We're embarking on a complete in­ cables themselves, the control arms, guy who helped me on the Swallow, ventory here of what we have and bushings, turnbuckles, rudder ped­ once said, "You can eat an elephant what we need to do. And like your als and anything else that's in there. if you take it one bite at a time!" As

REPRINTED FROM Vintage Airplane JUNE 1986

VINTA GE A I RP L A N E 5 you look at that list and try to put a the whole airplane! He gets dragged timeframe on each item that needs through the mud, sand, tall grass, accomplishing, you'll also realize this and dirt, suffers the same decelera­ is going to take awhile. But it's not tion/acceleration forces and unbeliev­ impossible. You can do it! able side loads, and yet is one-tenth the size of the main gear. Usually the Tires and Wheels only attention he gets is when he These guys take one beating af­ falls apart and doesn't work anymore. ter another. They get slammed onto I wish there was some way to teach the ground, accelerated from zero to respect and admiration for this little landing speed in a fraction of a sec­ guy instead of the scorn and neglect ond and banged through loose stones that is so prevalent. But lectures aside, and gravel. They hop up and down check the tire for wear, the bushings over pavement and turf irregularities for slop, the steering and swivel op­ and suffer the indignities of heavy­ eration, the springs and chains, also footed drivers who take them for the connectors and the control arms granted. These are the drivers who on the rudder and the wheel for wear ward, and vice versa if there's toe-in. cuss when a brake fades and who give and elongations. Try it-you'll figure it out! very little thought to routine mainte­ It's then up to you to adjust the track nance. "Whaddaya mean I need new Tires and Tubes correctly according to the manual, if bearings! They were okay when they Why is it a guy with thousands of you have one. In an older machine were inspected last year!" dollars invested in an often rare and you may have to "beat and heat" and One of the mysteries of aircraft valuable machine wi ll risk the whole use the old eyeball and Trade-A -Plane wheel bearing deterioration is expe­ thing with a pair of mismatched, pages to get the results you want. rienced when we open up a wheel we weather-checked, raunchy-looking, Toe-in may be desirable in a rolling know hasn't flown in maybe a year you-wouldn't-believe-he-did-that car­ vehicle, but it isn't too advisable for or so, and we find the bearing cup casses of old tires? He won't replace an airplane. If you have toe-in it will all full of little dents. They were re­ them because the tread is still good, exaggerate when the wing goes down, packed and fine when we stored the even though the sun has baked the and actually promote or help a ground airplane in the back of the hangar last sidewalls to a frazzle. loop. DOff Carpenter learned this trick year, and now they whine like a siren Plan to rep lace them if they with his Ryan ST, and he got it from when we spin them up. are more than seven or eight years Bill Haselton who got it from some This is a classic case of what the old, but keep them on the airplane smart cookie who will go nameless. bearing boys call "frenelling." This through the rebuild process. Then The old Swallow is a good example. was explained to me as being the re­ you won't get all upset if you spill When originally built, that thing had sult of the earth's vibrations acting stuff on them or overspray a little so much toe-in it looked like the tires on the bearings. (Anyone else heard paint. Replace them after the threat were affectionately looking at one that definition for "frenelling?" - Edi­ of oil spills, paint, and any backward another. No wonder the old-timers tor) These vibrations seem to affect towing trips are over. couldn't keep it from ground loop­ the old, hard, 6-inch tail wheels more ing. With that short-coupled tailskid than anything. One of the engineers Trade-A-Plane Proving Test and a wing going down, the wheel just told me it's a high-stress area and that Redoing the gear isn't too difficult. rolled under and took the gear with if the bearing isn't rotated with some It involves rebushing the holes that it. We heat and beat all that toe-in to regularity, it'll occur with alarming are worn, replacing the bolts, rebuild­ a neutral alignment and now actually frequency. I took him at his word, ing the shocks and/or replacing the have toe-out when the shocks are fully and several times during the winter shock cords, and then after it's done, compressed. We can now handle cross­ months I go to the hangar and move checking the track across the hangar winds up to 2S knots, and any hint of the tail wheels around a little to fore­ floor. This can easily be accomplished a ground loop is all but eliminated by stall this phenomena. I must admit by laying Trade-A-Plane pages on the the semi-automatic toe-out feature. it was a "just in case" effort, but it floor and rolling the normally loaded My experience with the Wittman­ seems to work. airplane across them. The pages will type Cessna gear has been very sim­ While we're discussing tail wheels, crinkle up and tell you exactly where ilar to the Swallow's problem. I've be advised that the little guy carries the problem is, if there is one. Do the seen more than my share of Army a good deal of the load and provides test on a floor that is as smooth as Bird Dogs (L-19s) all scrunched up be­ MOST of the control on the ground. possible, so the newspaper can slip cause the down wing exaggerated the He is probably the most abused, mis­ easily. If it's smooth, when there's toe-in and the wheel actually rolled understood, and ill treated part on toe-out, the paper will be turned out­ in and under. After the dust settled

6 OCTOBER 2006 we picked dirt and grass from be­ Telltale signs of rust-impregnated fab­ tween the wheel flange and the tire ric may lead you to discover more ex­ bead. More often than not, the wheel tensive internal damage. An ice-pick Hook up air hose from your com­ flange is scratched and/or broken. test or even a drilled hole in these pressor. Add Glass Beads or other abrasive. Aim power gun A Cessna 195 also suffers some­ suspect areas will confirm or deny (included) at part and remove rust,paint,andscaleFAST! what from the same malady. Pay ex­ deep involvement. Now is the time Abrasive drops into funnel where it tra special attention to the manual to prove to yourself and your IA that is recycled. WORKSGREAT! on these airplanes. Make sure your you have a sound fo undation to build 22"d, 34"w, 20" , 'h work area. 22 ga steel, 14 ga steel legs. Requires Trade-A-Plane proof test shows proof on. Also, if you have a tube within a 7-20 cfm air @ 80 psi & shop vac. positive that you don't have a built­ tube assembly (such as where a fin or in ground loop. horizontal surface slips into a tube One more item on this type of gear receptacle), it's a good idea to check leg. There is a bolt I call the tongue these rather carefully too. bolt at the extreme upper end of the Check these weld clusters and look gear that holds the entire assembly. closely if these areas have a repair. Flight Control Cables Give this guy more than a cursory Clues as to deformation can really Custom Manufactured! glance. He holds everything in place be evident if you just realize they are and is subject to all the forces imag­ trying to tell you something; for ex­ inable. If the aircraft has a history of ample, a dragging door that doesn't hard landings, it might behoove you seem to fit the opening anymore, to replace that bolt, or at least Mag­ doors that won't stay closed and keep q lin naflux it to be sure. popping open in flight under normal Each Cable is Proof Load Tested flight maneuver "G" loads, or when and Prestretched for Stability Tubes, Rags, and Sticks you are taxiing over rough or bumpy *Quick Delivery Make the structure out of tubing­ ground. A little flexing may be nor­ an evolution of the bamboo struc­ mal, but it could be a clue that some­ *Reasonable Prices ture in Dale Crites' Sweetheart Curtiss thing is amiss! I have seen Champs *Certification to i\HL-T -6117 Pusher. Then fair it into a nice shape with backbone problems, and Super & MIL-C-5688A with formers and stringers to make Cubs with cracked and even broken *1/16" to 1/ 4" the lines flow. Cover the whole thing diagonals behind the baggage pit ar­ *Certified Bulk Cable and with the "rag" process of your choice, eas. Suspicious wrinkles in the fabric and you can have some very aesthetic and a "loose as a goose" feeling are Fittings are Available and eye-pleasing designs like the Stag­ usually there to give us a clue. """"-McFarlane" gerwing, Monocoupe, Aeronca, etc. When you do repair or replace, These shapes are really neat and func­ do it according to the book and do McFarlane Aviation Products tional, but the strength lies not in the it well. No one can dislike a job well McFarlane Aviation, Inc. rag or the stringers or the formers, done, and if you really like it when 696 E. 1700 Road Baldwin City, KS 66006 but in the tubes; namely the longe­ it's finished, then you, my friend, are 800-544-859 4 rons and the clusters where the gear, a mechanic and a craftsman. A true Fax 785 -594-3922 wing struts, engine mounts, and tail mechanic is the guy who is proud of www.mcfarlane-aviation.com [email protected] feathers are attached. his work. When manufactured, these long S3E[iIJ tubes were usually filled with Lion EAA sells both books mentioned Oil or linseed oil, drained of the ex­ in this article. Aircraft Sheet Metal, cess, and then plugged to maintain published by Jeppesen, sells for a rust and corrosion-resistant atmo­ $18.95, catalog number F-37118. sphere within. Hopefully, you'll find I'd also suggest a copy of FAA Ad­ them in the same condition when visory Circular 43.13 be in your li­ you inspect them. Do pay special at­ tention to those lower areas where brary. It's catalog number F-00191 in moisture may have become trapped. the EAA book catalog, and it sells for An extreme example might show as a $19.95. Both prices do not include JOIN TODAY! burst tube where a collection of water shipping and handling charges. You 800-322-241 2 had actually frozen inside. can buy them using a credit card by AND RECEIVE 12 ISSUES Closely examine the bottom of calling EAA Membership Services at OF VINTAGE AIRCRAFT these longerons where the fabric was 800-843-3612. ALONG WITH OTHER wrapped around them all those years. GREAT BENEFITS

VINTAGE AIRPLANE 7 wheel facilitated ground handling. The majority of the AT-19s were sent to Great Britain via our govern­ ment's Land-Lease program during World War II, and the British military employed them for a variety of uses, ranging from training naVigators and transporting personnel or cargo to fly­ ing observation and aerial photo mis­ sions. Yet their need was short-lived, and several hundred AT-19s were des­ tined to become military surplus back in the States after the war. These hardy, five-place airplanes taxied onto gullwings denoted N9116H's Stin­ were soon made available for civil­ N9116H the flightline son Reliant heritage, but N9116H ian purchase and subsequently cer­ in the vintage aircraft camping area began life as a military AT-19. The tificated as the V-77. They quickly just as the crowds had thinned for Stinson Aircraft Division of Vultee gained popularity in Alaska as bush­ the day. The early evening sun ca­ built 500 of these robust aircraft for planes-whether on wheels, pon­ ressed its bright scarlet gull-shaped use as navigational trainers by the toons, or skis. While 134 V-77s and wings, setting them aglow atop a vel­ United States Army Air Forces. Pow­ 15 AT-19s remain listed on the FAA vet black fuselage. Freshly restored ered by a 300-hp Lycoming R-680, Registry, they are still a fairly rare to show status in August 2005, this the AT-19 had a wingspan of 41 feet sight to behold. In fact, restorer Mark victorious 1944 Stinson-Vultee V-77 11 inches, measured 28 feet 3 inches Henley hadn't ever seen one until (AT-19) was making its first public ap­ from nose to tail, and stood an im­ he and his father went to look at pearance at the 2006 Sun 'n Fun Fly­ pressive 8 feet 7 inches tall. It carried N9116H. Although the disassembled In at Lakeland, Florida. The judges, 38 gallons of fuel in each of its wing aircraft had been in storage for sev­ along with many other pleased vin­ tanks and was capable of cruising at eral decades and its major compo­ tage aircraft buffs, discovered it there 120 mph while burning around 17 nents were stored in three separate the next morning, and it was soon to 18 gph, giving it a range of about locations, Henley knew it would be­ proclaimed Custom Champion. 500 miles. It landed smoothly at half come his third significant restoration its cruising speed on widespread, project. liMy father and r bought it Milt"fory to Oivilion. cantilever oleo landing gear. Hydrau­ the night I looked at it," he recalls, Those graceful, double-tapered lic toe brakes and a full-swivel tail adding, "I loved it from first sight."

8 OCTOBER 2006

Wynne, Arkansas. Then he sold it to another friend of mine, and it sat again for years and years. Finally, this fellow decided he wanted to sell it, and I told Don and Mark about it. They bought it in the spring of 2004 and started restor­ ing it to show quality." Restoration and ~ O/'a//enges ~ The V-77, at that point, had only ~ 1,077 hours total time in service, but c: Q1j it desperately needed a heavy dose ~ of tender loving care to bring it back It

10 OCTOBER 2006 The Stinson has ample space and horsepower to cany camping gear.

"We Dought ifthe night I looked ot If; ~ a:: 11' UJ'" I lOt/ed /rom Hrst slght·· Z z - Mark Henley ~------~------~ ~ AirVenture Lindy award winners-a After installing the fabric on the Henleys encountered a variety of 1946 Piper Cub and a 1947 Aeronca Stinson's steel tubing and aluminum­ challenges. For Don Henley, it was Champ-before taking on this Stin­ faired airframe, Henley used the Air­ "learning how to sew the hidden rib son. He's a perfectionist, and he knows Tech coatings system, just as he had stitch that Mark taught me and then what it takes to do a quality restora­ for his previous award winners. "It's rib-stitching those gullwings, because tion. I am a house builder, and he's an real user-friendly and has a really the depth of the wing varies, and it airplane builder, and there's a tremen­ good shine, plus it holds up well," he has so many internal structures." dous difference there. Mark has taught explains, adding, "I've had real good For Mark Henley, one notable me a lot in rebuilding this airplane." luck with it, and I prefer it over other challenge that required some careful And when the airframe components paint systems. The color scheme came thinking was the wing installation. were completed and ready for the fi­ from a Hallmark Christmas ornament "That was a head-scratcher, for sure," nal assembly phase, Ross Jones gave that a buddy gave me-it was a minia­ he recalls, explaining, "we ended up Mark Henley a helping hand. ture Stinson Reliant, painted black and making padded, carpeted slings that Nearly all of the Stinson's major red-and I modified that scheme for hung from the ceiling to help slowly components had somehow survived the V-77. I used just a basic black and raise those heavy but fragile wings those long years of storage. There was asked Air-Tech to mix the exact color of into position so we could bolt them even a set of Fiberglas wheelpants red that I wanted, which they named on to the fuselage and install the that, while not original, were available Henley Red ." (That Hallmark Christmas struts. It took about two hours just to with the project. Just a few items were ornament is a model ofDr. Paul Sensor's raise each wing, and we didn't put a missing, such as the tail wheel, land­ Stinson SR-SE Reliant.-Editor) scratch on them." ing gear fairings, and the cabin inte­ Even the Stinson's powerplant, a rior (except for one seat). Mark Henley 300-hp Lycoming R-680 overhauled by Shore the Know/edge fabricated new sheet metal panels for Radial Engines Ltd. of Guthrie, Okla­ One of the most helpful aspects the Stinson and designed the interior homa, was included in the Stinson's of a restoration can be making com­ panels and upholstery for the cabin. overall color scheme. Its gold-tone nose parisons between your project and He took his design locally to Pat Roby, case matches the gold-tone instrument a similar model airplane (prefera­ who installed the headliner, carved panel, while a thin gold accent trim bly airworthy). During the Stinson's the foam for the seats, embossed the highlights the airframe's paint scheme restoration, Mark Henley had the embroidered panels, and sewed the from engine cowling to rudder. good fortune to meet a friendly V-77 new gray leather upholstery. Throughout the restoration, the owner, Buddy Kirkland of Tennessee,

VI NTAGE AI RPLANE 1 1 N9116H boasts a 300-hp Lycoming R-6S0 from Radial Engines Ltd. Note the gullwing style cowling, which pro­ vides easy access to the engine and reveals the Stinson's military heritage.

Bright Henley Red paint and gold trim accentuates the Stin­ son's tail. 12 OCTOBER 2006 at a fly-in at Bartlesville, Oklahoma. "When I met him, he asked me what I was restoring, and I told him what it was. Most people hadn't even heard of one, and he actually had one! So he took me flying in it, and that was real encouraging because I hadn't even seen a complete V-77 at that point. And it's the only one I've seen except for mine since then. He's a real nice guy, and I called him a hundred times-he never hesitated to answer any questions about the airplane. So he was absolutely a great help." Features andMods This custom restoration was de­ signed to keep the aesthetic beauty Rib-stitching the Stinson's gullwings was a time-consuming job. of the gullwing Stinson intact while simultaneously incorporating the practical convenience of modern technology. Its modifications include Cleveland wheels and brakes; an al­ ternator; a Garmin GNS 430 GPS, GTX 327 transponder, and GMA 340 audio panel; and for the pilot and passengers' entertainment, a PS Engi­ neering CD player. One unique feature about the V-77 is its vacuum-operated flaps. "I was going to modify them and put elec­ tric flap actuators in it," explains Mark Henley, "because I didn't re­ alize how smooth and reliable the vacuum-operated flaps were until af­ ter I flew with Buddy in his Stinson. Work on the wings is well underway. The flaps are lowered by using mani­ fold pressure from the engine, and a return spring helps them retract. If the engine quits, there is an extra reservoir tank that gives you one last chance to lower the flaps, and they're very effective." Another important item of inter­ est pertaining to the Stinson V-77, according to Mark Henley, is that "there are no airworthiness direc­ tives at all on this airplane. I was getting ready to research all the ADs when Buddy told me that my research could stop right then, that there weren't any. This airplane is built really strong, and the AT-19 handbook shows that it's aerobatic, with just a few restrictions." continued on page 28 Work on the fuselage is nearing the point of fabric installation.

VINTAGE AIRPLA N E 13 10------­------~

Ryans, Tigers, and Spartans Meandering through the fields of flying machines

ARTICLE AND PHOTOS BY SPARKY BARNES SARGENT

h my, look at those Ti­ more-waiting to be discovered by the fields with the warm morning ger Moths nestled below vintage enthusiasts this year at EAA sun on our backs, and wend our way the trees, and over there, AirVenture Oshkosh 2006. Opportu­ between the rows so we can discover O how about that silver nities abounded in these fields of fly­ just a few of the stories surrounding Ryan with the orange triangle mark­ ing machines-opportunities to learn these flying machines. ings? And three Spartans this year! more about our aviation heritage, to be C'mon, let's keep walking-there's inspired by handsome restorations, to Tiger moths Turn 75 more to see in the next field. Just look meet the owners and pilots, and begin Vintage member Leon Whelchel at that array of fabric-covered short nurturing new friendships, as well as flew his 1942 de Havilland DH 82A wing Pipers, the sleek Swifts, and all reuniting with aviator friends who've Tiger Moth from Vinton, Iowa, to of those colorful Navions. become family through the years. AirVenture; he's been coming to They were all there-and hundreds So c'mon, let's m eander through Oshkosh for more than two decades.

14 OCTOBER 2006 , • "This is my 36th year at Oshkosh; I started coming as a modeler, looking for subjects to model, and I got caught with the full-size bug, so now all my models are full size!" -Tom Dietrich

Whelchel has owned his biplane for 33 years now, and flying with him was his longtime compatriot and fellow Tiger owner, Robbie ]ewitt. Whelchel explains that "Robbie lives • in the United Kingdom, so when he visits me, we fly mine, and when I visit him, we fly his-that works out pretty well. He won the Herron Tro­ phy-Best Owner Restored for his Ti- A 1942 de Havilland Tiger Moth owned by Harry Clark of Indiana. ger, and it was presented to him by the Duchess of Bedford." Whelchel describes the Tiger as a fun flying airplane, but one that "isn't terribly stable. I think they designed it that way, because it was a primary trainer for the Royal Air Force. They built over 8,000 of them during World War II, and the Tiger Moth is as well known in England and the British Commonwealth as the Piper Cub." One of the interesting features you'll find on this vintage machine, in ad­ dition to its "ship's compass," are the slats on the leading edges of the upper wings, which are controlled by a lever in the cockpit. Whelchel elaborates, "If the slats are not locked, they'll fly aerodynamically. As you increase your speed, they'll fly back to the retract po­ Leon Whelchel IL) of Iowa and his 1942 Tiger Moth, with longtime friend and sition, and when you slow down, they fellow Tiger Moth owner, Robbie Jewitt of the United Kingdom come out and help you fly at slower speeds. You'll want to lock them down if you're flying acrobatics or dog­ fighting with a Cub--and you can out­ tum a Cub with this airplane!" Three of these flying machines were present this year to commemorate the 75th anniversary of the Tiger Moth. Two retained military paint schemes, and the third was a replica of Lindley Wright's original Woody Woodpecker, owned by Vintage member Tom Diet­ rich of Kitchener, Ontario. Dietrich explains the history surrounding the Woody Tiger Moth this way: "Lindley Wright is a retired airline pilot and a wartime pilot who flew 125 missions over the 'Hump,' and he just loves to fly. He used to come to Oshkosh and he gave rides in Woody, and that was with no brakes and a tailskid-he was really devoted and taught so many kids to fly. He had thousands of hours in Woody, and we really love Lindley and wanted to do something special Tom Dietrich of Kitchener, Ontario, for him. So we got his permission to with his replica Woody Tiger Moth make a replica of the Tiger Moth that -a tribute to pilot Lindley Wright. he owned. It has a Gipsy Major IC 140-hp, four-cylinder inline engine that turns counterclockwise." The replica Woody was test-flown in July 2005 and has already flown Close-up view of the 130 hours. Nine of those hours were Tiger Moth's instrument panel. logged by pilot Kurtis Arnold (accom­ panied by Jim Dyson), on the flight from Ontario to Oshkosh this year,

16 OCTOBER 2006 Gary Kozak of Illinois with his Menasco-powered Ryan ST and its original Dutch navy paint scheme. as they battled strong headwinds for 750 miles. Dietrich smiles with con­ tagious enthusiasm as he shares that he has "loved airplanes all my life, and this is my 36th year at Oshkosh; I started coming as a modeler, look­ ing for subjects to model, and I got caught with the fu ll-size bug, so now all my models are full size!" Ryan ST When Vintage member Gary Kozak of Downers Grove, Illinois, taxied his 1940 Ryan onto the grass field, onlook­ ers walked over and began talking with him before he even climbed out of the Menasco-powered open-cockpit mono­ Jake Bartholow was a member of the Gemco Aviation Services team that re­ plane. But Kozak didn't seem to mind stored this "Green Hornet" Beechcraft Staggerwing. the attention at all. He described the airplane he's owned since 1998 by first 134-hp Menasco Pirate D487." 450-hp Pratt & Whitney Wasp R-985. explaining that it is "technically a mili­ Kozak has loved Ryans since he was Painted in its original Sherwin Wil­ tary-export Ryan STMS-2 that was one a child and can't help but smile when liams Spartan Green and Berry Red of 13 on floats when the Dutch navy he adds, "It's a joy to fly! It's a nice colors, the Staggerwing was originally had them during World War II. Today, airplane, yet the ground handling is purchased by the Oles Envelope Cor­ it's registered as an ST-A Special." challenging because it's a/ways ready poration of Baltimore, Maryland, in This Ryan, painted in its original to ground loop with its narrow gear, late 1946. Bartholow says that "be­ Dutch navy paint scheme, lived in Aus­ high center of gravity, and fairly heavy cause of the color, it was affectionately tralia until 1970, when it came to the tail. I took some refresher tailwheel in­ nicknamed the Green Hornet by the United States. It was originally pow­ struction when I bought it." Boston-area controllers where the air­ ered by a 150-hp Menasco C4S, but craft was originally based." Kozak vividly remembers when "that Staggerwing The biplane was virtually destroyed engine had an inflight, 'three-quarter' Jake Bartholow works with Gemco in a fire in February 1947, according failure, and I could just barely hold alti­ Aviation Services Inc., in North Lima, to Bartholow, who elaborates that "it tude with it, but I managed to get it on Ohio, and was part of the restoration landed with a flat tail wheel tire, and the ground back at Brookeridge, where team for NC80309, an eye-catching the magnesium wheel heated up and I'm based. I replaced that engine with a Beechcraft Staggerwing powered by a caught the whole airplane on fire.

VINTAGE AIRPLA NE 17 Ron Judy at work in the type club tent; he is on the board of directors for the A highly modified Navion, which belongs to Ron Judy of Oklahoma. American Navion Society. When the fire department got there, which were field approvals. Judy ard Means of Oregon, and Dick and they hit it with water and that just flew his Super Navion from his home Jeanie Collins of California," says accelerated the flames. It only had 7S in the panhandle of Oklahoma to Nelson, who also elaborates on other hours total time then, and it's flown AirVenture-and he's been flying a Swift activities that went well during only 30 hours since we've restored Navion to the show ever since he the week, including their information it and a new owner has purchased bought his first one in 1988 and be­ table in lithe type club tent, thanks to it-so it has just over 100 hours total came a Vintage member. All told, lots of help. Our forum was attended time today." he's flown to the show for a total of by 67 people, and we had 46 for din­ 27 years. ner in Winneconne." nauion's 60th Hnniuersary While some folks enjoyed family­ Swifts Short Wings type reunions, type clubs celebrated The International Swift Association The Short Wing Piper Club the 60th anniversary of the Navion. (now the Swift Museum Foundation (SWPC) was very well-represented Ron Judy of the American Navion So­ Inc.) has made an annual tradition of this year, thanks to organizational ciety explains that three rows of park­ attending AirVenture. Founder Char­ efforts by Vintage and SWPC mem­ ing were reserved for them by the lie Nelson explains that "beginning ber Jim Clark, who contacted VAA Vintage Aircraft Association this year. in 1970, we have always had a group about type club parking. He was "We flew in individually, and we had arrival at Oshkosh. This year, we had originally granted 20 spaces, but to be here by Sunday night, or the 23 pre-registered Swifts, and also two that number soon doubled. Twenty tie-down spots were given to some­ or three found their way after the short wings made a group arrival on body else. Vintage also worked with opening of the show." Sunday, with 20 more arriving later. another Navion type club, Navion "Swifters" flew to Wisconsin from Clark remarks, "This has just been a Skies, and we love the fact that we a variety of locations, including Or­ hoot! And VAA has been so gracious were all able to park together," says egon, Minnesota, Tennessee, Texas, with us. We have an abundance of Judy, adding, "I think we had a total and Canada. "I suspect the longest Tri-Pacers, some original PA-20 Pac­ of 19, from states including Califor­ distance flown will fall between How- ers and converted PA-22/20s, a cou­ nia, Maryland, Oklahoma, Texas, North Dakota, Penn­ sylvania, Ohio, Louisi­ ana, Illinois, New Mexico, and Arizona." If you noticed a Navion with a four -bladed, Colemill-conversion pro­ peller on the flight line, tha t's Judy ' s Singular Navion. He spent six years modifying it and has the paperwork to accompany 2005 VAA Hall of Fame inductee Charlie Nelson's Swift from Athens, Tennessee, heads this it- 2 S For m 337s, 1 S 0 f Swift row at AirVenture. Nelson's is one of the few Swifts with a retractable tail wheel.

18 OCTOBER 2006 These Tri-Pacers were among 40 short wing Pipers on the flightline this year.

The Spartan has a 450-hp Pratt & Whitney R-985, and Bucher says, "it cruises around 150-160 mph down low, and it goes 200 mph up high at 10,000 feet. It's a two-finger airplane; it's very stable in the air and has fairly good ground-handling characteris­ tics. I do like wheel landings because they give me better visibility over the nose./I He's owned the airplane for four years now-two of which were devoted to its restoration-and this was its third visit to AirVenture. Jim Clark of Kansas is all smiles as he stands with his freshly restored, award­ Luscombe T8f winning PA-22120. Longtime Vintage member Jerry pie of Vagabonds and a Clipper here. Spartan-they only made 34 of them, Sadowski was quietly reading a book Our members flew in from Kansas, and there's 21 left on the registry, of under the wing of his Lycoming­ Ohio, California, Illinois, Nebraska, which about 10 to 12 are flying./I powered 1949 Luscombe T8F Observer, Pennsylvania, Georgia, Wisconsin, Indiana, Oregon, Missouri, Michigan, Tennessee, Washington, Texas, New York, Florida, and Idaho./I Clark flew his newly restored and modified PA-22/20 Pacer to the show this year from his home in Chapman, Kansas, and smiles proudly when he says, "I had eight hours on it when I landed here. This is my first resto­ ration, and it was a basket case in January 2005 when I began working on it./I And he has every right to be proud of his glowing red Pacer-the judges awarded it Custom Class C (151-235 hp) this year. Spartan Executive Vintage member Burton Bucher of Waukegan, Illinois, bases his 1940 Spartan Executive in Kenosha, Wis­ consin. Eager to share information about his airplane, he says that "Tex­ aco owned the airplane from 1946 to 1956 and flew it from their New York office. I've always loved the Burton Bucher of Illinois with his 1940 Texaco Spartan Executive.

VINTAGE AIRPLANE 19 That was right after World War II, when all the pilots were fly­ ing on the GI Bill. My friend and I would ride our bicycles across town to the airport and go sit inside the airplanes-and they'd let us!/I family of Huiators AirVenture not only attracts all sorts of flying machines, but groups of individuals who have bonded over the years. Twenty­ four years ago a unique family of aviators was formed amidst the rows of airplanes at Osh­ Jerry Sadowski of Minnesota with his 1949 Luscombe T8F and patch-covered jacket rep­ kosh. That family has grown to resenting decades of attendance at AirVenture. more than 60 members today, and they range in age from 7 to yet welcomed the opportunity to 70, according to Ercoupe owner Darrell share his knowledge about the T8F. Jenkins of Heber Springs, Arkansas. "We "There were 73 of these Observ­ have people from California, Arkan­ ers built, and they made 35 more as sas, Illinois, Ohio, Texas, Kentucky, and sprayers; there are probably just un­ South Carolina, and most all of us fly der 50 flying today. I bought it in vintage airplanes here every year. Being 2000 in Kingfisher, Oklahoma, and at Oshkosh is an experience that you before that, I owned a Luscombe 8A just can't describe to people, and I guess for 27 years. Compared to the 8A, the if I had to say that one particular thing T8F is a very heavy-feeling airplane, is the best part, it would be the fellow­ and it's a difficult airplane to land in ship in our Metro Warbirds group./I a crosswind." Vintage members John and Joyce When asked how many times he's Pipkin, who journeyed to Wiscon­ attended the show, Sadowski laughs sin from Columbia, South Carolina, with the unbridled enthusiasm of a in their Cessna 180 to be with the young boy and holds up his patch­ group, echo similar sentiments. Joyce covered jacket, exclaiming, "I come to Pipkin enjoys the lithe gathering of Oshkosh every year! I wouldn't wear folks from all over the country; we Janis Thacker of Illinois spent her this jacket until I had five patches look forward to getting together each honeymoon with her husband, Bill, at on it, because I wanted to be an old­ year to celebrate our love of avia­ EAA's fly-in at Oshkosh years ago, and timer-now I am a really old timer. tion with longtime friends and new they've been attending ever since. As a little boy, I was an airport bum. acquaintances." Both she and her husband are also steadfast EAA vol­ unteers during the week. She works with EAA membership, and he has been judging antiques for 10 of the 20 years that they've been attend­ ing the air show. They bought their 180 as a project two years ago, and 800 working hours later, John and a friend finished the restoration. Janis and Bill Thacker, along with their children Jake and Jessica, are also part of this aviator family. They flew their Cessna 195 from their home strip Darrell Jenkins III of Arkansas, with fly-in friends Joyce and Don Pipkin of South Carolina and their Cessna 180.

20 OCTOBER 2006 A nicely restored 1946 Aeronca 7AC.

in Chenoa, Illinois, this year-a jour­ ney they've been making for 19 years. "My husband and I had our honey­ moon at Oshkosh under the wing of our Luscombe, and that's when we met some of these guys. Now it has become a family vacation as well as an aviator's reunion for us," she says with an en­ ergetic smile. She earned her pilot cer­ tificate years ago, but explains that as a busy mother today, she "flies a mini­ van" instead of an airplane. A 1959 Meyers 200-0ne of two Meyers on the flight line this year. fields of Discouery AirVenture's grass fields were ripe for discovery this summer, and we hope you've enjoyed learning a bit more about just a few of the hundreds of airplanes and their caretakers who were there. The next time you find yourself meandering through a field of flying machines, pause for just a moment, and allow your eyes to caress the graceful curves of wingtips and rudders, and feel the wonder of dis­ covery unfolding deep within you as you listen to the stories that so many friendly aviators are willing to share­ stories that are just for the asking. There were several Piper Cubs on floats at the seaplane base.

These Steannans made a nice showing on the flight line-and one even had a tandem cockpit canopy.

VINTAGE AIRPLANE 21 Bob Lock's newly re-restored 1929 Command-Aire, which flew with the American Barnstormers Tour this summer.

This 1931 Steannan was a participant in the American This Menasco-powered 1932 Fairchild 22 was part of the Bamstonners Tour, which ended at AirVenture. American Barnstonners Tour.

The Price family's 1929 Fleet was part of the American Barnstormers Tour.

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2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 918-836-4419 A Pratt &Whitney-powered Grumman Goose-note the retractable tip float modification.

- ~ : . A patriotic-colored Seabee nestles close to the shoreline at the seaplane base.

This 1941 Aeronca 65-CA was rebuilt by a host of teenagers at the Flabob Airport in Riverside, California. We'll have more on this inspiring story in a future issue of Vintage Airplane.

An award-winning 1930 WACO INF, owned by Ted Teach of Ohio, was in front of the Red Bam this year. L:.r.Iia . !!!~~!!I

Cessna 195s were plentiful on the flightline.

24 OCTOBE R 2006 Robert "Pete" Johnson Faribault, MN

• Private pilot since 1970

• Purchased first aircraft in 1992

"I purchased my first and only aircraft, GC-l B Swift 78068, in 1992 after a lengthy search.

"Immediately after the purchase, 068 was fully restored back to original. And, also immediately after the purchase, I began my relationship with AUA that continues very favorably to this day."

- Pete Johnson

AUA is Vintage Aircraft Association approved. To become a member of VAA call 800·843·3612.

AUA's Exclusive EAA Vintage AircraftAssociation Insurance Program Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages. No ha~ropping ex'ciuslon - No component parts endorsements Several Cessna 170s were grouped together.

These three Spartans made an impressive showing on the flightline.

Bob McCorkle flew his 1935 Kinner Sportster to AirVenture from his home in Connecticut.

Charles Laird of Indiana flew his award-winning OX-5 powered 1927 Swallow to AirVenture.

26 OCTOBER 2006 The 2007 official Vintage Airplane calendar is a collection of stunning air-to-air aviation photography showcasing some of the most remarkable airplanes of yesteryear. Each month features a classic aircraft that will be prized by anyone who appreciates the grandeur of aviation. Detailed narrative descriptions are provided with each image, plus "three-views" of the featured planes. Each month also provides key events in aviation history, on the actual date of occurrence. This 14xll-inch, full-color wall

rUF.'HUU is the perfect giftfor all VAA members and their families. - , To order, mail your check/money order to: VAA 2007 Calendar c/o Turner Publishing Company PO. Box 3101 • Paducah, KY 42002-3101

~~:'""-"I!111".-r 0 Send me __ copies of the VAA 2007 Calendar, Only $15.95 each. The VAA 2007 Calendar is the 3rd I 0 Add $3.95 shipping first calendar; $1 each add'l copy. Annual Calendar published by the I 0 Ky residents add 6% sales tax. Vintage Aircraft Association and I TOTAL ENCLOSED $______Turner Publishing Company. I EASY TO ORDER I Your Name I By Phone: ------1-800-788-3350 I Address OntheVVeb: I -C-·t------S-ta-t-e------Z-iP--­ I1 www.turnerpublishing.com y I -P-h-on-e------E---m-a-i-l-(£-o-r-o-rd-e-r-c-o-n-fi-rm--at-io-n-)­ VisaIMastercard Accepted L ______~ Stinson. Gullwin.g continued from page 8

Beautiful Henley Red gullwings form a bold yet graceful silhouette against the blue Florida sky.

leSSOIlS andRewords time to build an airplane. So it's im­ cause of his work schedule, and it was Together, the Henleys gained some portant to have patience and not be Chris Emerson who received the honor valuable knowledge throughout the overwhelmed by a project. If you can of flying the newly restored Stinson project. When asked what tips or sug­ learn to take it one step at a time, it's from Batesville, Arkansas, to Lakeland, gestions they might share with others, not so overwhelming." Florida, accompanied by Don Henley. Mark Henley laughs good-naturedly Perhaps the most satisfying thing "Well, somebody had to fly it," says and comments, "Know when to stop! about the project, for both men, was Emerson, laughing as a huge smile That's because before too long, it can seeing it accelerate down the runway spreads across his face . He quickly cost you more than it might be worth." and take off for its maiden flight. adds, "Seriously, it's a real opportu­ Don Henley, who watched his nity to get to fly it, and opportunities son Mark become interested in air­ SweetFI!ling Moehine like that don't come along every day. planes as a child, shares that his own Of course, one of the ultimate re­ We left Arkansas a little after 9:00 "personal satisfaction was to see my wards of this custom restoration is re­ a.m. and arrived here at Lakeland son fulfill a dream," adding, after a served for those aviators who have about 7:30 p.m. When we left, it only moment's thoughtful reflection, "I the good fortune to climb inside the had about 10 hours on it, and we put know how to build houses, and how spacious cabin and experience flying about seven hours on it flying down to make a living, but I had no clue in this victorious V-77. Mark Henley here. It's very fun to fly; it's kind of we would spend a third this much wasn't able to attend Sun 'n Fun be­ like a big truck because it has a heavy, ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ solid fee l to it. It~ not bad at all on landing, but it does need brakes be­ rAiLW~55LS cause the tail wheel doesn't steer. It's a real sweet flying airplane, real easy to handle, and very predictable." Mark Henley agrees the Stinson is a good-handling airplane, and adds that "the flight controls have needle bear­ ings, so it's an incredibly smooth and fluid control system-it takes a much lighter touch on the controls than what I thought it might require." No doubt Emerson and the Henleys will continue to cherish the opportu­ nity to fly this award-winning Stinson at every available opportunity, espe­ cially since the airplane is now available for purchase and may soon take off for new horizons under the loving care of another pilot...... 28 OCTOBER 2006 continued from page 3

The experience is capped by a two­ hour flight in EAA's 1929 aircraft, CFI's Guide to Sport Pilot and during which participants can log 0.2 hours at the controls. Light-Sport Aircraft Available EAA's B-17G, December 1-3 EAA and its affiliate organization the Na­ One of the most noteworthy-and t ional Association of Flight Instructors (NAFI) effective-airplanes of World War II have developed the CFI's Guide to Sport Pi­ was the B-17 Flying Fortress. EAA's lot and Light-Sport Aircraft for existing cer­ meticulous flying example, Aluminum Overcast, needs little introduction. tificated flight instructors seeking to offer Camp participants will be immersed sport pilot instruction. in the history of the type, meet B­ Current certificated flight instructors don't 17 veterans, and receive a 45-minute need any new certification to train sport pi­ flight experience. lots. They may train sport pilots within the Visit www.AirVentureMuseum.org/ category and class limitations of their certifi­ f/ightops/fantasycamp for more infor­ cate. The CFI's Guide provides overviews of mation or to sign up to attend. the sport pilot certificate and the various LSA categories, along with requirements for aug­ VAA Calendar Ad mented privileges, endorsements, and more. In this month's issue of Vintage Air­ "Our goal is to make it as easy as pos­ plane, you'll see an advertisement for sible for existing CFls to offer sport pilot instruction," said Charlie Becker, EAA the 2007 Vintage Aircraft Association calendar, as published by Turner Pub­ director of aviation services. "This puts it all in one place to take some of the lishing. The calendar features the out­ perceived mystery out of what's required for sport pilot instruction." standing aviation photography of Larry Bothe, Master Instructor and an FAA deSignated pilot examiner from EAA's staff and volunteers, along with Seymour, Indiana, attended AirVenture Oshkosh this year looking for answers to a bonus page dedicated to VAA's vol­ a list of sport pilot certification questions. "My intent was to ask the experts who unteer corps. Each airplane is described would be available at the show," he said, but upon entering the sport pilot area and shown with a three-view draWing, at the EAA Member Village, he got a copy of the CFI's Guide. and many aviation events are high­ "After I got that I didn't need to talk to anybody," he said. "All the answers lighted on the actual day of occurrence. and interpretations I needed were right there in plain English. Every CFI and DPE A portion of the proceeds benefits the ought to have a copy." VAA. See the ad on page 25 for more in­ Visit www.SportPilot.org and click on the Flight Instructors tab to download your formation, and order yours today! copy today. And if you're a CFI offering sport pilot instruction, get some free expo­ Do You Have a Story to Tell? sure by listing yourself in the EAA sport pilot instructors directory on the website. Whether you are a student pilot or an experienced flight instructor, we'd • Written testimonials must not EAA's New U.S. Bank like to hear about why you fly. EAA exceed 150 words in length. Visa Card Features is collecting motivational stories that • Videos in digital format (recorded Aircraft Spruce Discounts will inspire prospective pilots to get onto a DVD) are preferred, but they Help EAA keep involved in aviation. If you have a may also be submitted if recorded the fun in flying story to tell, please submit your writ­ onto videotape. by applying for ten account and/or video clip for pos­ • All submissions become the and using the sible use on the EAA website or in property of EAA. official EAA EAA's publications. • Submissions may be edited at Platinum Visa Those submitting video should EAA's discretion. credit card, is­ mail it to EAA, Attn: Charlie Becker, • Submissions that encourage or sued through EAA partner U.S . P.O . Box 3086, Oshkosh, WI 54903­ show unsafe practices or violations of Bank. Choose from one of three de­ 3086. Written materials can be FAA ordinances will not be considered. signs: EAA's B-17 Aluminum Overcast, e-mailed to [email protected]. • By submitting your testimonial, a Piper Cub, or the EAA logo. New Requirements and disclosures: you authorize EAA to use this prop­ cardholders also receive the opportu­ • Video must be two minutes or erty at its discretion to promote recre­ nity for a low-interest rate for the first shorter in length. ational flying or any facet thereof. 12 months. The EAA Visa card enti-

VINTAGE AIRPLANE 29 ties cardholders to a discount (Up to of aviation enthusiasts by provid­ support its educational and youth 10 percent; restrictions apply to avi­ ing opportunities for participation, activities. Share your passion and onics) with EAA flagship partner Air­ representation in government and commitment to aviation by signing craft Spruce & Specialty. Additional industry affairs, information re­ up for an EAA Platinum Visa credit partners will be added to the program sources, and educational programs. card. Visit U.S. Bank's secure sign­ in the future. EAA receives a portion of each pur­ up site, www.USBank.com/eaavisa. EAA serves the needs and interests chase made with the card to help for more information. AVIATION IN THE MEDIA Flyboys PBS Aviation Programs Lucky EAA members Aviation seems to be a common theme in the media who won tickets to the these days, and the PBS network has a pair of programs premiere of Flyboys min­ that will pique the interest of aviators. Warplane will air gled with aviation celeb­ November 8 and 15, 2006. The first program, Airplane rities such as Bob Hoover to Air Force, deals with the invention and growth of the and movie folks as the airplane into a practical fighting machine and includes film, directed by Tony some well-done graphics. In particular, the use of a com­ Bill, debuted in EAA's Ea­ puter-animated rotary engine explains the unusual na­ gle Hangar during EAA ture of its construction clearly and quickly. Since there AirVenture. Based on the is no actual aerial footage shot during WWI, the produc­ story of the men of the La­ ers met the challenge of visually explaining early aerial fayette Escadrille, the film combat by rolling out the footage from Hell's Angels and features the flying skills of Wings to help fill in the visual gaps, and those shots are a number of EAA mem­ intermingled with footage shot of modern-day replicas, bers, including VAA's own which help clarify the origin of the footage. Since I saw a Andrew King, who helped the movie's producers gather copy of the program before it had been finalized, I can't the replica aircraft used for full-scale flying. Andrew also tell you for certain the footage will be identified within flew for the cameras, his experience with World War I the program, but you'll know it when you see it. Both aircraft and vintage airplanes proving to be just what the programs help highlight the challenges aviators and director needed. designers had to deal with as the fighting airplane rap­ Using extensive computer-generated (CG) scenes and idly matured into a force that literally could change the aircraft, F/yboys is a spectacular film. While certainly not course of history. a documentary, the aircraft look exceptionally good, as Also being shown on PBS within its award-winning the filmmakers strove to make the presentation of oth­ NOVA series is a documentary concerning one of piO­ erwise impossible scenes to film come alive. Bill, direc­ neer aviation's most enigmatic men: Alberto Santos­ tor of the film, is an active pilot, and he used technology Dumont. We have not had the opportunity to preview to help artists complete their CG work. For example, a the program, but the NOVA website has details con­ Bticker biplane was rigged with a set of sensors so that cerning Wings of Madness, the title of the NOVA pro­ aerobatic sequences for the movie could be recorded in gram that will tell the amazing tale of Santos-Dumont, terms a computer could understand, including accelera­ the expatriate Brazilian whose work in balloons, air­ tion rates, control deflections, etc. After the flights were ships, and heavier-than-air flight captivated both flown as close as possible to WWI-era flight parameters, France and the world during the early 1900s. The web­ the data was fed into the computers used to generate the site has great interactive materials, including a clever aircraft in the movie. It results in some close-up action tour of a replica of the Demoiselle built by Dan Taylor, you've never seen before, to the point you'll find your­ which is now on display at the Old Rhinebeck Aero­ self leaning a bit in the turns and ducking when airplane drome. We look forward to the program, which, ac­ partsstuff come flying at you, and you'd swear they're go­ cording to the website, was produced with help from ing to leap right off the movie screen. The movie opened LEO Opdycke, the founder of WWI Aero, who has September 22. Our thanks to Tony Bill and producer worked to preserve the accurate history of early avia­ Dean Devlin for premiering their movie amongst what tion for many decades. they knew would be a critical crowd when it came to the The program will air Tuesday, November 7. Check flying scenes. I'm sure they were relieved when no less your local listings for the exact time. For more informa­ than Bob Hoover congratulated them at the movie's end. tion, log on to www.PBS.org/wgbh/nova/santos. We'll have "Outstanding! I thought it was great!" said Hoover to an an article on "Ie petit Santos" in next month's issue of obviously appreciative Bill. Vintage Airplane.

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VINTAGE AIRPLANE 31 BY DOUG STEWART Playing the weather game

Last month I wrote about my departure from AirVenture cards correctly, there was no reason I couldn't make it safely 2006 and mentioned the fact that many pilots were rushing home before the day was done. Part of playing my cards cor­ to depart between two weather systems. A strong front had rectly was knowing that I had an ace up my sleeve in the swept across OSH from the northwest with a squall line con­ form of all the weather information that was available to me taining some severe thunderstorms that created havoc in in my Garmin 396 portable GPS and XM Weather receiver. It its path. A second squall line was following about 80 miles was the proper use of this equipment that would aid me as I behind the first line, so many pilots were eager to depart be­ caught up to the weather and picked a route around it. tween the two lines of weather. In the not too distant past, the I suppose many of those pi­ best that any of us flying general lots might have been departing to In the not too distant aviation aircraft had for weather the west, southwest, or south and avoidance equipment was "third­ would soon be far away from the past, the best that any of world radar" (our two eyeballs look­ problematic weather. But I was ing out the windshield) and an ADF headed eastbound. It wouldn't take us flying general to act as a Stone Age stormscope. too terribly long until I would catch A handful of folks did have live­ up to the weather that was leading aviation aircraft had weather radar on board, and some me on my way back home. What of those folks even knew how to use would I do then, and what was my that equipment. That, along with rush to depart Wittman Field? for weather avoidance some approach and center con­ To answer the latter question trollers who had the knowledge, first, I did have a client scheduled equpment was equipment, and willingness to help, at my home airport for the fol­ was about the best that we could lowing day. The client knew that "third world radar" do in avoiding any serious en-route our appointment was dependent weather. But those days are history. upon my ability to get home from (our two eyeballs looking Now I know that those of us who OSH, and we both understood the belong to the Vintage Aircraft As­ challenges the weather can create out the windshield) and sociation are steeped in the history for pilots undertaking long cross­ of flight. We hearken to a day and country flights in the summertime, an ADF to act as a Stone age when there was less technology especially when the Great Lakes are in the world of aviation. We would involved. My client understood prefer to hone our stick and rudder that I endeavor not to fall prey to Age stormscope. skills rather than our buttonology external pressures when flying and skills. But I must say, if I am going that the appointment might very well get cancelled. to be taking any kind of a long cross-country flight (read If I waited until the second line of weather had passed more than 300 miles), whether in my Super Cruiser, or some through and gotten far enough ahead of me to allow a de­ other vintage aircraft I might be ferrying for a client, or IFR parture, it would delay me too much, meaning that I most in my Cardinal or my boss' Navajo, I sure do like to have my likely would not make it home that day. XM weather receiver along with me on the flight. But if I departed between the two systems and played my So now, as I departed Oshkosh headed toward the serious

32 OCTOBER 2006 weather that preceded me eastbound, I knew exactly where AERO CLASSIC that weather was. At the touch of a button I could see the " COLLECTOR SERI ES" NEXRAD radar picture (including a time stamp telling me how old the picture was, which was rarely more than 10 Vintage Tires minutes, maximum), I could see graphically which airports were reporting VFR, MVFR, IFR, and LIFR, and if I chose, I New USA Production could also see a textual METAR as well as any updated TAFs Show off your pride and joy with a fresh set of Vintage Rubber. These for any selected airport. If there were any storm cells, I could newly minted tires are FAA-TSO' d drag the cursor on the screen to the cell and tell instantly and speed rated to 120 MPH. Some the height of the tops, the decibels of rain, and the general things are better left the way they direction the cell was moving, as well as where it should be were, and in the 40's and 50 's, these tires were perfectly in in 15 minutes. Again, at the touch of a button I could read a tune to the exciting times in aviation. textual message telling even more about the cell: how wide Not only do these tires set your vintage plane apart from the res t, but also look exceptional on all General Aviation the cell was; its direction of movement as well as speed; the aircraft. Deep 8/32nd tread depth offers above average height of the tops and decibels of precipitation; and the per­ tread life and UV treated rubber resists aging. centage and probability of hail. First impressions last a lifetime, so put these jewels on and As AIRMETS, SIGMETS, and convective SIGMETS were is­ bring back the good times ..... sued, I could go to the screen of my receiver and see, graph­ New General Aviation Sizes Avail abl e: ically, what the limits of those warnings were, without 500 x 5, 600 X 6, 700 x 8 having to try and find the VORs that defined those limits (whose identifiers I knew not) on a chart. I could see the Desser has the largest stock and satellite picture as well as echo tops. I could reference winds selection of Vintage and Warbird aloft and request the most effective altitude without climb­ tires in the world. Contact us ing or descending only to find out that I had been better with off where I had been. I could see reported lightning strikes (more on this in a moment), the synoptic picture (as well as forecast pictures up to four days hence), and more, all at the stroke of a button or two. Having all this weather information available in the cock­ '------­ pit sure makes the airborne decision-making process much that is present in the cumulous (or building) stage of the easier when adverse weather is involved. It's obvious that thunderstorm is not shown on any of the datalink weather having it is the cat's meow, but I also have some warnings as receivers. The only place to find this information is on real­ well, lest that cat turn into a tiger and bite you real bad. To time devices, such as the L-3 Avionics Systems Stormscope begin with, we have to always remember that the NEXRAD and the Insight Strikefinder. radar picture is a minimum of five minutes old when it is re­ Also beware that when looking at the graphical depic­ ceived in the cockpit. Thus, whereas the information is fan­ tions of field conditions (VFR/MVFR, etc.) remember that if tastic in developing a strategic plan for aVOiding the serious the icon indicates VFR, it is only saying that the ceiling is at weather that can ruin our day, it is not to be used as a tactical least 3,000 feet and visibilities are at least 5 miles or more. tool to attempt to penetrate a line of weather. It does not necessarily mean that the skies are CAVU/severe As an example, I used the equipment on my flight out to clear. The ceilings might very well be just at 3,000 feet, and OSH, to avoid all the bad weather that lay from my home you might find yourself unable to descend from your cruise base at the New York-Massachusetts border all the way to altitude while remaining VFR. just east of Detroit and from Ontario south through the No matter what equipment we use to avoid and negoti­ northern half of Pennsylvania. By replanning and amend­ ate the weather we have to keep the words of the "Gambler" ing my route numerous times with ATC, we flew around in mind. As Kenny sang: "You've got to know when to hold all the level 4-6 preCipitation and the storm cells that went 'em, know when to fold 'em, know when to walk away ... along with it. Although we could see all this weather on the know when to run." Regardless of whether we are flying 396, we did not attempt to pick a route through it. Flying with just two eyeballs out the window or using all the lat­ around the weather added many miles to my route, but I est and greatest in high-tech weather avoidance equipment, made it to Wittman Field before the end of the day, without we have to keep in mind the limitations of the equipment. ever coming close to any truly threatening weather. Either type of equipment has the potential to get us into Another caution has to do with the lightning informa­ serious trouble. On the other hand, using the equipment tion . When you're receiving it through datalink services, properly can help us find ... bille skies and tailwinds. the only lightning information provided is cloud-to-ground Doug Stewart is the 2004 National CFI ofthe Year, a Master lightning. This lightning occurs in the dissipating stages of a CFI, and a DPE. He operates DSFI, Inc. (www.dsflight.com) thunderstorm. The cloud-to-cloud and intercloud lightning based at the Columbia County AirpOlt (lBl)......

VINTAGE AIRPLANE 33 BY H.G. FRAUTSCHY

THIS MONTH"S MYSTERY PLANE PHOTO COMES TO US FROM THE COLLECTION OF ERIC LUNDAHL.

Send your answer to EAA, Vintage Airplane, P.O. Box You can also send your response via e-mail. Send 3086, Oshkosh, WI 54903-3086. Your answer needs your answer to [email protected]. Be sure to include to be in no later than November 10 for inclusion in your name, city, and state in the body of your note, and

the January 2007 issue of Vintage Airplane. put 1/ (Month) Mystery Plane" in the subject line.

JULY ' S MYSTERY ANSW ER

embers with long memo­ photo was one we'd not seen; it still The 1929 Great Lakes Aircraft ries, and a Vintage Air­ managed to stump a few folks, but not Corp. amphibian (amphibian) was plane collection to match, four members! In addition to a correct built after the introduction of the 2­ Mmay recall that our July answer received from Charles Schultz T-1 Sport, the first mention of its exis­ Mystery Plane was also our mystery of Louisville, Kentucky, we have three tence coming around August 1929. subject back in the fall of 1990. This notes. Here's our first letter: Aviation (V. 27 N.8. August 24,

34 OCTOBER 2006 1929, pp 388, 445) has two men­ tions of the 1929 amphibian. The first mention is made in an article about the forthcoming National Aeronautic Association (NAA) Exhi­ bition and National Air Race, held at Cleveland, Ohio (where the Great Lakes Aircraft Corp. was located). The article, "A forecast of the Cleve­ land Show" (Neville, Leslie E., pp 387-394), states: " ... Two amphibi­ ons, the latest products of the Great Lakes Aircraft Corp., will be shown in the company's booth. Two train­ ers, one of which will be suspended overhead on a revolving turntable in constant motion, will be shown. An­ other trainer will be used by the air race management as a 'living poster' and other planes of this type will be exhibited at various hotels and de­ partment stores in the city .. ,," The second mention of the Great Lakes amphibian, or "amphibion," to use the contemporary term, comes in General News column in Aviation (Great Lakes Making Amphibions, p 445). The text states: "CLEVE­ LAND (OHIO) - Great Lakes Aircraft Corpora­ tion here is now in pro­ duction on a new four­ passenger, twin-engined amphibion biplane." Whether the Neville article refers to two air­ craft of the same type or two different designs, I cannot say. The next, and final, pe- The Great Lakes 4A-l while on display at the 1929 Cleveland National Airplane Show, sporting riodical reference I have the inadequate-for-the-task 115-hp Cirrus Hennes engines. to the amphibion is in the September 14, 1929, issue of Aviation (V.27 N.ll. General product that will go into quantity as the PB-1 Wand PB -1 G, respec­ News. Another Great Lakes Addi­ production shortly .. ,," tively, for early warning and search­ tion to Be Erected, p 580). The new When I examined the papers of and-rescue duties). As I recall, there facility, added to the older Glenn L. Holden C. Richardson at The Library is a vague conceptual similarity of Martin factory, was announced by of Congress (Manuscript Division), the 1929 Great Lakes amphibion Col. Benjamin F. Castle, president I made no note of any Great Lakes and the PB-1 (unfortunately I did of Great Lakes, and was intended material. However, Box 10, Folder 7, not copy the report), which evolved to add 10,000 square feet. The text contains a report on the 1925 Boe­ into the B-1D/E amphibian. This states: "... The added space will be ing PB-1 (please note, this is not the concept was by no means new. Gro­ used for production of four-place, post-World War II PB-I. Essentially ver Cleveland Loening (and several twin-engine amphibions, a new a B-17G used by the USN and USCG other designers) had designed am-

VIN TAGE A IR P L ANE 35 phibions and air yachts as far back as 1911. Given the preponderance of evidence that Richardson had been involved with so many float­ planes and flying boats, it does seem likely that he had a good deal to do with the 1929 amphibion's design. That said, given his reputation as a designer, it is a bit surprising that the 1929 amphibion would have been such a flop. I understand the Skyways maga­ zine has a fairly good article on Great Lakes aircraft in the January 2003 issue, which may have further information about the amphibion. Unfortunately, I do not have that Come for the weekend issue. Moreover, it is quite possible that there are further mentions of BUILD FOR A LIFETIME the 1929 amphibion in the various periodicals, including Aviation. My HANDS-ON copies for 1929 are quite limited, as HOMEBUILDER WORKSHOP I generally specialize in much ear­ SCHEDULE lier aircraft types. Oct. 13-1 5 Griffin, GA • TIC Welding Wesley R. Smith (Atlanta Area) Springfield, Illinois Oct. 21-22 Chicago,IL • Fabric Covering • Sheet Metal Basics • Electrical Systems & Avionics The July Mystery Plane is the • Composite Construction 1929 Great Lakes 4A-1 amphibian • Introduction to Aircraft Buildin with 16S-hp Wright WhirlwindJ-6-S Oct. 28-29 Houston, TX • Fabric Covering • Sheet Metal Basics engines. The Wright engines re­ • Electrical Systems & Avionics placed the original 11S-hp Cirrus '-~.~~'vite Construction Hermes in-line four-cylinder en­ gines after the prototype crashed on takeoff with the Cirrus Hermes engines. It seems uncertain how many model 4A-l planes were built. Aero­ files.com lists registration number 8S0K as serial number 100, and reg­ istrations 851 K and 8S2K were ap­ • Fabric Covering. Sheet Metal Basics • Electrical Systems & Avionics parently reserved for registration as • Composite Construction 4A-ls, but Aerofiles.com suggests • Introduction to Aircraft Building these registrations may not have • Cas Welding been built. Among the corrections made by KLEIN .E, . +1 John Underwood, in a note pub­ EAA SportAir SIllN:IIIIIJI Co. lished in the July 1991 issue, were Sponsors: TOOLS~ fftlimAi,.c; .. aft C()ating~ ~ www.kleintools.com www.polyfiber.com www.aircraftspruce.com a slightly corrected model number (Great Lakes 4A-l) and the identifi­ cation of the Wright engines as the ~ EAA .AI 1-800-WORKSHOP five-cylinder model. This view [pub­ ./lJD,flll'lll 1-800-967-5746 lished in the July 2006 issue] of the WORKSHOPS engines even more clearly shows ___ Ci<'\ www.sportair.com that the engines are Wright J-6-Ss. EAA< Lynn Towns YOU CAN BUILD IT! LET EAA TEACH YOU HOW. Holt, Michigan 36 OCTOBER 2006 The July Mystery Plane is the Great Lakes 4-A1 with identification Your One STOP Quality Shop made from Joe Juptner's T-Hangar Tales, pp. 83-84, and from the article by Page Shamburger and Joe Christy 1·888·388·8803 liThe 1·780·447·5955 entitled Legendary Meyers and Call Today For Our New Catalog his Mighty Midget" in Air Progress Exhaust Systems Carb Air Boxes for November 1968, pp.S2-SS, 72-73. Structural Assemblies There were reports in contemporary Clamps & Hardware aeronautical magazines, for exam­ Round Engine Exhausts ple, Aviation, Vol. 27 (July - Decem­ Engine Mounts ber 1929) p. 277, p. 245, p. 467ft., Fuel Cells Heaters and p. 502ft. I'll quote from the last All Makes & Models of these later. The 4-A 1 was built by the Great Lakes Aircraft Company (GLAC) of Cleveland, Ohio, in about 1929. It was I a four-place amphibian powered ini­ tially by a pair of Cirrus Hermes four­ cylinder in-line engines of 115 hp each. Later, it was re-engined with a pair first of Wright J-6-S five-cylinder radial engines of ISO hp each and later with WrightJ-6-7 seven-cylinder radial engines of 220 hp each. The Hermes engines were probably made in England, since American Cirrus Engines Inc. built only a slightly smaller engine, the Cirrus Mk.Ill (ac­ cording to Aerosphere for 1939). The story of the failures to fly of the 4-A1 is described in the Juptner and Air Progress write-ups. I am quot­ ing, instead, from the fourth Aviation 99 reference because it gives information #V07469 $19. not available in more recent publica­ TO ORDER tions. My quotation is from a hand­ Stylish raised Vintage logo decorates written transcription that I made this antique brass 3" x r oval belt 1-800-843-3612 From U.S. and Canada about 45 years ago (before copy ma­ buckle. It fits a 105" wide belt. A great All others 920-426-5912 chines), so it may not be exact. The gift idea! or online at http://shop_eaa_org GLAC training plane in the quote is the famous 2-T-l series, which had alloy and riveted. The hull is en­ in. and a gross weight of 3,200 lbs. a Munk M-6 airfoil section for the tered through a hatch directly above Weight empty is 1,900 lbs. Provision lower wing and a Munk M-12 for the the rear seat and a portion or the has been made to carry Sixty gallons upper wing. seat back folds down to form a step of fuel. The wing area is 302.5 sq. ft. liThe 4A1 amphibion (sic) is a four while entering. A passageway between and the payload is 410 Ibs." place biplane type, having engines the recesses for the retracted land­ I have been especially interested in mounted in streamlined nacelles be­ ing wheels leads forward to the con­ GLAC and its aircraft since I realized tween the wings, which are of equal trol compartments which contain that I grew up about 2 miles south span and rectangular in planform. two other seats. The shock absorbing of the GLAC (formerly the Glenn L. The wing construction is similar to mechanism on the landing gear is Martin) factory and airfield. GLAC that of the GLAC training plane, hydraulic while the retracting mech­ went out of business in about 1936, consisting of wood spars, alumi­ anism is operated by cables. Tail and a Chase Brass manufacturing num alloy ribs and fabric covering. group is well above the water line plant was built on the GLAC/GLM The Gottingen 398 airfoil section to avoid damage and is constructed site in about 1938. however is used. Both structure and of corrugated aluminum alloy. The Jack Erickson sheathing of hull are of aluminum craft has a wing span of 24 ft., 3 State College, Pennsylvania ......

VINTAGE AIRPLANE 37 The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control, or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: [email protected]. Information should be received four months prior to the event date.

OCTOBER 6-8-Camden, SC-Woodward Field Museum Foundation, Staggerwing Club, Twin (KCDN ). VAA Chapter 3 Fall Fly-In. BBQ Friday Beech 18 Society, Bonanza/ Baron Museum, evening, EAA judging Saturday, Banquet and & Travel Air Division. Info: 931-455-1974 2006 Speaker Saturday night. All classes welcome. OCTOBER 14-Georgetown, DE-Sussex County MAJOR FLy-INS Info: Jim Wilson 843-753-7138 or eiwi/son@ Airport (GEO). Delaware Aviation Museum For details on EM Chapter fly-ins and other local homexpressway.net 3rd Annual Wings and Wheels Fly-In. Vintage, aviation events, visit www.eaa.org/events OCTOBER 6-S-Ridgeway, VA-Pace Airport Classic and Warbirds judging and awards. EAA Southeast Regional Ry-In (VA02). Aeronca Aviators Club SouthEast Fun flying activities during the day. Rides Middleton Field Airport (GZH) Regional Fly-In. Speakers, owner roundtables , available for purchase in a B-25 and PT-17. Evergreen, AL and more. Come join the first regional event Antique and vintage cars as well as street October 6-8, 2006 of the Aeronca Aviators Club - This is a rods. Judging and awards for cars also. www.serfi.org good opportunity to see our Club in action! Free admission to the public. Donations Copperstate Regional EAA Ry-In Everyone is welcome! Info: www.aeronca.org appreciated. Info: 302-855-2355 Casa Grande (AR) Municipal Airport (CGZ) or [email protected] OCTOBER 29-Jean , NV-Jean Airport. 18th Annual October 26-29, 2006 OCTOBER 11-l 5-Tullahoma, TN-Beech Party North Las Vegas International Ercoupe Ry In www.copperstate.org 2006. StaggerwingjTwin Beech 18/ Bonanza/ and Halloween party (EOC Region 8). Info: For details on EM Chapter fly-ins and other local avia­ Baron/ Beech owners & enthusiasts are http://www.airnav.com/ airportjOL 7 tion events, visit www.eaa.org/events welcome. Sponsored by the Staggerwing

WHAT OUR MEMBERS ARE RESTORING -=­ ~- ~. ~~'"--~ REARWIN SKY RANGER

hese are the first tools you need Tto buy when you re-cover your WHAT OUR MEMBERS ARE R ESTORI NG airplane. Anyone who has used them Are you nearing completion of a restoration? Or is it will tell you they're the next best done and you're busy flying and showing it off? If so, we'd thing to having one of our staff right like to hear from you. Send us a 4-by-6-inch print from a beside you. The VHS tape and the commercial source (no home printers, please-those prints DVD will give you the Big Picture, just don't scan well) or a 4-by-6-inch, 300-dpi digital photo. and the manual will walk you step A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you're on a high­ by step through every part of the speed Internet connection, you can e-mail them along with process. You're never on your own a text-on ly or Word document describing your airplane. (If when you're using Poly-Fiber. your e-mail program asks if you'd like to make the photos smaller, say no.) For more tips on creating photos we can www.polyfiber.com publish, visit VAA's website at www.vintageaircraft.org. J~ Check the News page for a hyperlink to Want To Send Us A e-mail: [email protected] Photograph? For more information, you can also e-mail us at Aircraft CoaHngs 800-362-3490 [email protected] or call us at 920-426-4825.

3 8 OCTOBER 2006 Something to buy, sell, or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e. , January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (c/[email protected]) using credit card payment (all cards accepted). Include name on card, complete address, type of card , card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EM Publications Classified Ad Get ready for faR with this soft fleece Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 jacket with the Vintage Association logo embroidered in gold and navy. 100% Airplane T-Shirts BABBITT BEARING SERVICE 150 Different Airplanes Available - rod bearings, main bearings, washable polyyester, full zipper and WE PROBABLY HAVE YOUR bushings, master rods, valves, elastic wrist and waist Has two front AIRPLANE! piston rings. Call us Toll Free 1-800­ zipper pockets. www.airpianetshirts.com 233-6934, e-mail ramremfg @aol. V07415 MD V07417 XL 1-800-645-7739 com Website www.ramengine.com VINTAGE ENGINE MACHINE WORKS, V07416 LG V07418 2X N. 604 FREYA ST. , SPOKANE, WA 99202 TO ORDER Visit www.f/yiogwires.com or call 1-800-843-3612 800-517-9278. From u.s. and Canada, au others 920-426-5912 LET BRENCO HELP YOU GET YOUR or online at http://shop.eaa.olg IA CERTIFICATE-Brenco has a THERE'S JUST NOTHING LIKE IT 25 year history of training A&P's to ON THE WEB!! obtain their Inspection Authorization. www.aviation-giftshop.com Courses are offered every year in A Website with the Pilot in Mind Battle Creek MI , Columbus OH, (and those who love airplanes) Kenosha WI and Rockford IL. Call 1-800-584-1392 for additional Warner engines. Two 165s, one fresh information O.H. , one low time on Fairchild 24 mount with all accessories. CUSTOM PRINTED T-SHIRTS for your Subscribe to e-Hot Line, Also Helton Lark and Aemnca C-3 flying club, flight shop, museum. Free project. Find my name and address samples. Call 1-800-645-7739 or 1­ EAA's free weekly members­ in the Officers and Directors listing 828-654-9711 and call evenings. E. E. " Buck" only electronic newsletter. Hilbert. *WWW.AEROSPACEFACTS.COM To start receiving e-Hot Line ' is the first aerospace website where A&P I.A.: Annual, 100 hr. inspections. you can find relevant information visit the members only site at Wayne Forshey 740-472-1481 quick and easy Ohio - statewide. JUST TRY IT ... www.eaa.org. ~) ----EAA/ VINTAGE A I RPLANE 39 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-Pres ident Web Site: www.vintageaircraft.org and www.airventllre.org E-Mail: [email protected] Geoff Robison George Daubner 152 1 E. MacGregor Dr. 2448 Lough Lane New Haven, IN 46774 Hartford, WI 53027 EAA and Division Membership Services Flight Advisors information .. 920-426-6864 260-493-4724 262-673 -5885 cliie{[email protected] vaaf1yboy

Dave Clark Robert D. "Bob" Lumley MEMBERSHIP INFORMATION 635 Vestal Lane 1265 South 124th Sl. Plainfield, IN 46168 Brookfield, WI 53005 EAA lAC 317 -839-4500 262-782-2633 Membership in the Experimental Aircraft Current EAA members may join the davecpd@;quest.T1ef /wnper(g'e.r.fcpccom Association, Inc, is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ John S. Copeland Gene Morris ing 12 issues of SPORT AVIATfON. Family sion and receive SPORT AEROBATICS lA Deacon Street 5936 Steve Court membership is an additional $10 annually. magazine for an additional $45 per year. Northborough, MA 01532 Roanoke, TX 76262 Junior Membership (under 19 years of age) EAA Membersh ip, SPORT AEROBAT­ 508-393-4775 817-491-9110 copeland J@'jWIU,CO/1/ [email protected] is available at $23 annually. All major credit ICS magazin e and one year membership cards accepted for membership, (Add $16 for in the lAC Division is available for $55 Phil Coulson Dean Richardson Foreign Postage,) per year (SPORT AVIA TION magazine 2841 S Springbrook Dr. 1429 Kings Lynn Ret not included). (A d d $18 for Foreign Lawton, MI 49065 Stoughton, WI 53589 269-624-6490 608-877-8485 EAA SPORT PILOT Postage.) [email protected] dar(IPaprilaire.com Current EAA members may add EAA SPORT PILOT magaZine for an additional WARBIRDS Dale A. Gustafson S.I-I . "Wes" Schmid $20 per year. Current EAA members may join the EAA 7724 Shady Hills Dr. 2359 Lefeber Avenue Indianapolis, IN 46278 Wauwatosa, WI 53213 EAA Membership and EAA SPORT Warbirds of America Division and receive 317 -293-4430 414-771-154S PILOT magazine is available for $40 per WARBlRDS magaZine for an additional $45 dale{aye@ms ll.com sJ/sc/1111id(t11milwpc.colII year (SPORT AVIATfO N magazine not in­ per year. cluded). (A dd $16 fo r Foreign Postage,) EAA Membership, WARBIRDS maga­ DIRECTORS zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $50 per EMERITUS Current EAA members may join the year (SPORT AVIATION magazine not in­ Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage,) Gene Chase E.E. "Buck" Hilbert VINTAGE AIRPLANE magaZine for an ad­ 2159 Ca rlton Rd. 8102 Leech Rd. Oshkosh, WI 54904 Union, IL 60180 ditional $36 per year. FOREIGN MEMBERSHIPS 920-231-5002 8 15-923-459 1 EAA Membership, VINTAGE AIRPLANE Please submit your remittance with a GRCHA(g1cliarter.llet bllck7ac(tilC/is.net magazine and one year membership in the EAA check or draft drawn on a United States Ronald C Fritz Vintage Aircraft Association is available for $46 bank payable in United States dollars. Add 1 54o-i Sparta Ave. per year (SPORT AVIATION magazine not in­ required Foreign Postage amount for each Kent City, MI 49330 6 16-678-5012 cluded). (Add $7 for Foreign Postage,) membership. [email protected] Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright ©2006 by the EAA ,"ntage Aircraft Association All rights reserved. VINTAGE AIRPLANE (USPS 062- 750; rSSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Avia­ tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org.MembershiptoVintageAircraftAssociation.whichincludes12issuesofVintageAirplanemagazine.is $36 per year for EM members and $46 for non-EM members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: [email protected]. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERllSING - ,"ntage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE. PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EM® and EM SPORT AVIATION®, the EM Logo® and Aeronautica™are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association. Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

40 OCTOBER 2006 "CARS ARE DRIVEN BY PEOPLE. THE GUIDING PRINCIPLE BEHIND EVERYTHING THEREFORE, IS ­ AND MUST REMAIN ­ SAFETY." -Guot8f'--'Iftd_~_"F""-'

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Ford Motor Company, in association with EAA, is proud to offer their members the opportunity to save on the purchase or lease from one of their family of brands - Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover and Jaguar vehicles. In more ways than one, it pays to be an EM member. Take advantage of the Ford Partner Recognition Vehicle Purchase Plan. The simple way to save hundreds, even thousands of dollars on your next vehicle purchase. Get your personal identification number (PIN) from the EM website (www.eaa.org) by clicking on the EANFord Program logo. You must be an EM Member for one year to be eligible. This offer is available to residents of the United States and Canada. Certain restrictions apply. Available at participating dealers. Please refer to www.eaa.org or call 800-843-3612.

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